CN115013106B - Engine gas distribution structure, engine and car of variable gas distribution phase - Google Patents
Engine gas distribution structure, engine and car of variable gas distribution phase Download PDFInfo
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- CN115013106B CN115013106B CN202210698437.1A CN202210698437A CN115013106B CN 115013106 B CN115013106 B CN 115013106B CN 202210698437 A CN202210698437 A CN 202210698437A CN 115013106 B CN115013106 B CN 115013106B
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- rocker arm
- engine
- liquid inlet
- phase change
- liquid outlet
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- 230000008859 change Effects 0.000 claims abstract description 47
- 230000003111 delayed effect Effects 0.000 claims abstract description 20
- 239000007788 liquid Substances 0.000 claims description 101
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/34416—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using twisted cams
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/12—Transmitting gear between valve drive and valve
- F01L1/18—Rocking arms or levers
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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 belongs to the technical field of automobiles, and discloses an engine gas distribution structure with variable gas distribution phase, an engine and an automobile. The structure comprises a rocker arm shaft, a late closing rocker arm, an air inlet rocker arm and a cam shaft; the late closing rocker arm is sleeved on the rocker arm shaft, the air inlet rocker arm and the late closing rocker arm are arranged in parallel and sleeved on the rocker arm shaft, the air inlet rocker arm is provided with an extension part, and the late closing rocker arm can be abutted with the extension part, so that the air inlet rocker arm is delayed to reset, and the air inlet valve of the engine is delayed to close; the cam shaft is provided with a phase change cam which can drive the late closing rocker arm to be abutted with the extension part. The structure occupies small space, is convenient and flexible to control, has accurate valve lift and strong universality, and can realize the quick switching of the engine between the normal closing working mode and the delayed closing working mode of the valve.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to an engine gas distribution structure with variable gas distribution phase, an engine and an automobile.
Background
With the increasing prominence of energy and environmental issues, the efficient use of energy generated by fuels to increase engine efficiency has been a continuing concern. In order to improve engine performance, increase thermal efficiency and reduce emissions of harmful substances, valve timing adjustment techniques for intake and exhaust valves of an engine have been focused.
The variable valve technology can realize the Miller cycle by changing the opening and closing time of the valve, and can utilize the time for delaying the closing of the inlet valve under a certain working condition of the engine operation to ensure that part of gas which has entered the cylinder reenters the inlet manifold and keeps certain air pressure under the action of turbocharging so as to greatly increase the air inlet efficiency of the engine and reduce pumping loss. The purpose of this is to reduce the actual compressed air relative to the intake air, thereby reducing the compression ratio, causing the expansion ratio to be greater than the compression ratio, and reducing the highest burst pressure of engine operation. Compared with the fixed valve timing, the variable valve timing can provide variable valve opening, closing time or lift under the rotating speed and load of the engine in different working ranges, thereby improving the air intake and exhaust performance of the engine, better meeting the requirements of the engine on dynamic performance, economy and exhaust emission under high rotating speed, low rotating speed, heavy load and light load, and integrally improving the comprehensive performance of the engine.
The existing variable valve timing structure is mainly composed of a combined rocker arm type, a hydraulic tappet type, an electromagnetic valve type valve and the like, wherein the hydraulic tappet type valve is late closed through tappet expansion and contraction and the like, but the hydraulic tappet type valve is difficult to accurately reach a valve lift curve required by a designer and is not suitable for an overhead camshaft valve system; the electromagnetic valve has complex control and huge volume, and each cylinder is respectively provided with an electromagnetic control valve and needs strict time sequence, so that high requirements are put on a control system; the eccentric wheel is added on the original rocker arm to control the combined rocker arm, and the internal space of the cylinder cover is compact and limited, so that the combined rocker arm is difficult to install.
Disclosure of Invention
The invention aims to provide an engine gas distribution structure with variable gas distribution phase, which has the advantages of small occupied space, convenient and flexible control, accurate valve lift and strong universality, and can realize the rapid switching of the engine between a normal closing working mode and a delayed closing working mode of the valve.
To achieve the purpose, the invention adopts the following technical scheme:
a variable valve timing engine valve train structure comprising:
the rocker arm shaft is provided with a cam,
the late closing rocker arm is sleeved on the rocker arm shaft,
the intake rocker arm is arranged in parallel with the late closing rocker arm and sleeved on the rocker arm shaft, an extension part is arranged on the intake rocker arm, and the late closing rocker arm can be abutted with the extension part, so that the intake rocker arm is delayed to reset, and an intake valve of an engine is delayed to close;
and the cam shaft is arranged in parallel with the rocker shaft, a phase change cam is arranged on the cam shaft, and the phase change cam can drive the late closing rocker arm to be abutted with the extension part.
As a preferable mode of the engine air distribution structure with variable air distribution phase, the circumference of the cam shaft is provided with a containing groove, and the phase change cam can extend out of or retract into the containing groove; when the phase change cam extends out of the accommodating groove, the phase change cam drives the late closing rocker arm to rotate so as to enable the late closing rocker arm to be abutted with the extension part; and when the phase-change cam is retracted into the accommodating groove, the phase-change cam stops driving the late-closing rocker arm to rotate.
As an optimal scheme of the engine gas distribution structure with variable gas distribution phase, the phase change cam comprises a working end, a connecting rod and a piston, one end of the connecting rod is connected with the working end, the other end of the connecting rod is connected with the piston, and the piston can drive the working end to extend out of or retract into the accommodating groove.
As an optimal scheme of the engine gas distribution structure with variable gas distribution phase, the piston is arranged in a piston cylinder, a liquid inlet and a liquid outlet are formed in the piston cylinder, and high-pressure oil is introduced into the liquid inlet to drive the piston to move, so that the connecting rod drives the working end to extend out of the accommodating groove.
As an optimal scheme of the engine gas distribution structure with the variable gas distribution phase, the phase change cam further comprises a spring, the spring is sleeved on the connecting rod, one end of the spring is connected with the working end, and the other end of the spring is connected with one end, close to the working end, of the piston cylinder.
As an optimal scheme of the engine gas distribution structure with variable gas distribution phase, a liquid inlet channel and a liquid outlet channel parallel to the liquid inlet channel are axially formed in a cam shaft, a liquid inlet and a liquid outlet are formed in the wall surface of the piston cylinder, the liquid inlet channel is communicated with the liquid inlet, and the liquid outlet channel is communicated with the liquid outlet.
As an optimal scheme of the engine air distribution structure with variable air distribution phase, two ends of the cam shaft are respectively provided with a liquid inlet pipe joint and a liquid outlet pipe joint, the liquid inlet pipe joint is communicated with the liquid inlet channel, and the liquid outlet pipe joint is communicated with the liquid outlet channel.
As an optimal scheme of the engine air distribution structure with variable air distribution phase, the liquid inlet pipe joint is connected with the liquid inlet pipe, the liquid inlet pipe can rotate relative to the liquid pipe joint, the liquid outlet pipe joint is connected with the liquid outlet pipe, the liquid outlet pipe can rotate relative to the liquid outlet pipe joint, and the liquid inlet pipe is connected with the liquid outlet pipe through a control valve.
An engine comprising the variable valve timing engine valve train structure according to any one of the above aspects.
An automobile comprises the engine according to the scheme.
The beneficial effects are that:
the late closing rocker arm is abutted with the extension part, so that the air inlet rocker arm is delayed to reset, and the air inlet valve of the engine is further delayed to close, thereby improving the air inlet performance of the engine and improving the dynamic performance and the economical efficiency of the engine; the phase change cam arranged on the cam shaft drives the late closing rocker arm to be abutted with the extension part of the air inlet rocker arm, so that the air inlet valve is closed late, and the structure is simple and the control is convenient; meanwhile, the descending stroke of the late closing rocker arm can be controlled by controlling the shape of the phase change cam, and the descending stroke of the air inlet rocker arm is further controlled accurately, so that the accurate control of the valve lift is realized; in addition, when the late closing rocker arm is not in contact with the extension part, the engine is in a valve normal closing working mode, and when the phase change cam drives the late closing rocker arm to be in contact with the extension part, the engine is in a valve delayed closing working mode, so that the quick switching of the engine between the valve normal closing working mode and the valve delayed closing working mode can be easily realized through the phase change cam.
Drawings
FIG. 1 is an isometric view of a variable valve timing engine valve train structure provided by an embodiment of the present invention;
FIG. 2 is an enlarged view of a portion of FIG. 1 at A;
FIG. 3 is a front view of a variable valve timing engine valve train structure provided by an embodiment of the present invention;
FIG. 4 is a partial enlarged view of FIG. 3 at B;
FIG. 5 is a partial cross-sectional view of a phase change cam of a camshaft provided by an embodiment of the present invention;
FIG. 6 is an enlarged view of a portion of FIG. 5 at C;
FIG. 7 is a cross-sectional view taken along section D-D of FIG. 6;
FIG. 8 is a partial cross-sectional view of an embodiment of the present invention at an inner flow passage of a camshaft;
FIG. 9 is an enlarged view of a portion of FIG. 8 at E;
fig. 10 is a schematic structural diagram of a control valve according to an embodiment of the present invention.
In the figure:
100. a rocker shaft; 110. late closing rocker arm; 120. an intake rocker arm; 121. an extension;
200. a cam shaft; 210. a phase change cam; 211. a working end; 212. a connecting rod; 213. a piston; 214. a piston cylinder; 2141. a liquid inlet; 2142. a liquid outlet; 215. a spring; 220. a receiving groove; 230. a liquid inlet flow channel; 240. a liquid outlet channel; 250. a liquid inlet pipe joint; 260. a liquid discharge pipe joint;
310. a liquid inlet pipe; 320. a liquid discharge pipe;
400. a control valve; 410. an oil return hole; 420. an oil outlet hole; 430. an oil inlet hole; 440. an oil drain hole; 500. and a drive gear.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
Referring to fig. 1 to fig. 6, in this embodiment, an engine valve structure (hereinafter referred to as a "valve structure") with variable valve timing specifically includes: a rocker arm shaft 100, a late-closing rocker arm 110, an intake rocker arm 120, and a camshaft 200. The late closing rocker arm 110 is sleeved on the rocker arm shaft 100, the intake rocker arm 120 and the late closing rocker arm 110 are arranged in parallel and sleeved on the rocker arm shaft 100, an extension part 121 is arranged on the intake rocker arm 120, the intake rocker arm 120 is delayed to reset through the abutment of the late closing rocker arm 110 and the extension part 121, and the intake valve of the engine is delayed to close; the cam shaft 200 is provided with a phase change cam 210, and the phase change cam 210 can drive the late closing rocker arm 110 to abut against the extension 121. The late-closing rocker arm 110 is abutted with the extension part 121, so that the air inlet rocker arm 120 is delayed to reset, and the air inlet valve of the engine is further delayed to close, thereby improving the air inlet performance of the engine and improving the dynamic performance and the economical efficiency of the engine; in addition, the phase change cam 210 arranged on the cam shaft 200 drives the late closing rocker arm 110 to be abutted with the extension part 121 of the intake rocker arm 120, so that the intake valve is closed late, and the structure is simple and the control is convenient; meanwhile, the descending stroke of the late closing rocker arm 110 can be controlled by controlling the shape of the phase change cam 210, and the descending stroke of the air inlet rocker arm 120 is further controlled accurately, so that the accurate control of the valve lift is realized; when the late Guan Yaobei is not abutted with the extension 121, the engine is in the valve normal closing operation mode, and when the phase change cam 210 drives the late closing rocker 110 to be abutted with the extension 121, the engine is in the valve delayed closing operation mode, so that the quick switching of the engine between the valve normal closing operation mode and the valve delayed closing operation mode can be easily realized through the phase change cam 210.
With continued reference to fig. 5 and 6, the cam shaft 200 is provided with a receiving groove 220 in the circumferential direction, and the phase change cam 210 can be extended or retracted into the receiving groove 220; when the phase change cam 210 protrudes out of the accommodating groove 220, the phase change cam 210 drives the late-closing rocker arm 110 to rotate so that the late-closing rocker arm 110 abuts against the extension part 121; when the phase change cam 210 is retracted into the receiving groove 220, the phase change cam 210 stops driving the late closing rocker arm 110 to rotate. In the present embodiment, the phase change cam 210 can be extended or retracted with respect to the accommodating groove 220, and when the phase change cam 210 extends out of the accommodating groove 220, the phase change cam 210 can drive the late-closing rocker arm 110 to swing and bring the late-closing rocker arm 110 into abutment with the extension 121 along with the circumferential rotation of the camshaft 200, and further delay the return of the intake rocker arm 120, at this time, the engine is in the valve delay closing operation mode. When the phase change cam 210 is retracted into the accommodating groove 220, the phase change cam 210 rotates along with the circumferential direction of the camshaft 200, but the phase change cam 210 corresponds to the relative movement of the base circle of the camshaft 200 and the late-closing rocker arm 110, that is, the phase change cam 210 cannot drive the late-closing rocker arm 110 to swing, and naturally cannot further bring the late-closing rocker arm 110 into abutment with the extension 121, at this time, the engine is in the valve normal closing operation mode. It is possible to conveniently switch the two operation modes of the engine by controlling the relative position of the phase change cam 210 with respect to the camshaft 200.
Preferably, the phase change cam 210 includes a working end 211, a connecting rod 212 and a piston 213, one end of the connecting rod 212 is connected to the working end 211, the other end is connected to the piston 213, and the piston 213 can drive the working end 211 to extend out of or retract into the accommodating groove 220. The piston can conveniently control the working end 211 of the phase change cam 210 to extend out of or retract into the accommodating groove 220, and further drive the late-closing rocker arm 110 to swing through the working end 211, so that the late-closing rocker arm 110 is abutted with the extension part 121, and finally the air inlet rocker arm 120 is delayed to reset.
Referring to fig. 5 and 6, the phase change cam 210 further includes a spring 215, wherein the spring 215 is sleeved on the connecting rod 212, one end of the spring 215 is connected with the working end 211, and the other end is connected with one end of the piston cylinder 214 close to the working end 211. When the engine is required to be switched to the valve delayed closing working mode, the piston 213 pushes the working end 211 out of the accommodating groove 220, the spring 214 is deformed in tension, when the engine is switched to the valve normal closing working mode, the piston 213 moves downwards, the spring 214 is deformed in a recovery mode, the working end 211 is quickly retracted into the accommodating groove 220, and the working end 211 is accelerated to be restored into the accommodating groove 220.
Referring to fig. 7-9, in the present embodiment, a liquid inlet channel 230 and a liquid outlet channel 240 parallel to the liquid inlet channel 230 are axially formed in the camshaft 200, a liquid inlet 2141 and a liquid outlet 2142 are formed on a wall surface of the piston cylinder 214, the liquid inlet channel 230 is communicated with the liquid inlet 2141, and the liquid outlet channel 240 is communicated with the liquid outlet 2142. High-pressure oil is injected through the liquid inlet channel 230, the high-pressure oil enters the piston cylinder 214 through the liquid inlet 2141, the piston 213 is pushed to drive the working end 211 to extend out of the accommodating groove 220, and the engine is in a valve delay closing working mode. When the engine is switched to the valve normal closing operation mode, high-pressure oil in piston cylinder 214 is discharged from liquid outlet 2142, discharged from liquid outlet passage 240, and piston 213 is reset.
Optionally, two ends of the camshaft 200 are respectively provided with a liquid inlet pipe joint 250 and a liquid outlet pipe joint 260, the liquid inlet pipe joint 250 is communicated with the liquid inlet channel 230, and the liquid outlet pipe joint 260 is communicated with the liquid outlet channel 240. The liquid inlet pipe joint 250 is connected with the liquid inlet pipe 310, the liquid inlet pipe 310 can rotate relative to the liquid pipe joint 250, the liquid outlet pipe joint 260 is connected with the liquid outlet pipe 320, the liquid outlet pipe 320 can rotate relative to the liquid outlet pipe joint 260, and the liquid inlet pipe 310 and the liquid outlet pipe 320 are connected through the control valve 400.
Preferably, the control valve 400 is a solenoid valve including an oil return hole 410, an oil outlet hole 420, an oil inlet hole 430, and an oil drain hole 440.
The working principle of the air distribution structure is as follows: when the intake valve is normally closed, the control electromagnetic valve oil return hole 410 is communicated with the control electromagnetic valve oil drain hole 440, the control electromagnetic valve oil return hole 410 is communicated with the piston cylinder 214 through the liquid drain pipe 320, the liquid drain pipe joint 260, the liquid drain flow passage 240 and the liquid outlet 2142, high pressure (or high pressure oil is discharged) is not formed in an oil path at this time, the working end 211 of the phase change cam 210 is retracted into the camshaft 200 under the tension of the spring 214, the late closing rocker arm 110 is only contacted with the base circle area of the phase change cam 210, the late closing rocker arm 110 keeps the initial position under the action of the compression spring and does not act on the intake rocker arm 120, and the intake rocker arm 120 swings under the action of the intake cam to realize the normal opening and closing of the intake valve. When the valve timing mechanism is switched to the valve delay closing working mode, the oil return hole 410 of the control electromagnetic valve is blocked with the oil drain hole 440 of the control electromagnetic valve, the oil outlet hole 420 of the control electromagnetic valve is communicated with the oil inlet hole 430 of the control electromagnetic valve, high-pressure oil forms high pressure with the cavity of the piston cylinder 214 through the liquid inlet pipe 310, the liquid inlet pipe joint 250, the liquid inlet channel 230 and the liquid inlet 2141, so that the piston 213 pushes the working end 211 of the phase-change cam 210 to extend outwards, along with the rotation of the camshaft 200, the working end 211 drives the late closing rocker arm 110 to start swinging against the elastic force of the compression spring, the air inlet side of the late closing rocker arm 110 descends, and when the descending stroke of the valve side of the air inlet rocker arm 120 is smaller than the descending stroke of the valve side of the late closing rocker arm 110, the late closing rocker arm 110 compresses the extension 121 of the air inlet rocker arm 120, so that the air inlet rocker arm 120 is always in a working state, and the late closing of the air inlet valve is realized.
The embodiment also relates to an engine, which comprises the engine valve structure with the variable valve timing.
The embodiment also relates to an automobile, which comprises the engine.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (9)
1. An engine valve train structure with variable valve timing, comprising:
a rocker shaft (100),
a late closing rocker arm (110) sleeved on the rocker arm shaft (100),
an intake rocker arm (120) which is arranged in parallel with the late closing rocker arm (110) and sleeved on the rocker arm shaft (100), wherein an extension part (121) is arranged on the intake rocker arm (120), the late closing rocker arm (110) can be abutted with the extension part (121), so that the intake rocker arm (120) is delayed to reset, and an engine intake valve is delayed to close;
a cam shaft (200) which is arranged in parallel with the rocker shaft (100) and is provided with a phase change cam (210) on the cam shaft (200), wherein the phase change cam (210) can drive the late closing rocker arm (110) to be abutted with the extension part (121), a containing groove (220) is formed in the circumferential direction of the cam shaft (200), and the phase change cam (210) can extend out of or retract into the containing groove (220); when the phase change cam (210) extends out of the accommodating groove (220), the phase change cam (210) drives the late closing rocker arm (110) to rotate so as to enable the late closing rocker arm (110) to be abutted with the extension part (121); when the phase change cam (210) is retracted into the accommodating groove (220), the phase change cam (210) stops driving the late closing rocker arm (110) to rotate.
2. The variable valve timing engine valve timing structure according to claim 1, wherein the phase change cam (210) includes a working end (211), a connecting rod (212) and a piston (213), one end of the connecting rod (212) is connected to the working end (211), the other end is connected to the piston (213), and the piston (213) can drive the working end (211) to extend out of or retract into the accommodating groove (220).
3. The variable valve timing engine valve timing structure according to claim 2, wherein the piston (213) is disposed in a piston cylinder (214), a liquid inlet (2141) and a liquid outlet (2142) are disposed on the piston cylinder (214), and high-pressure oil is introduced into the liquid inlet (2141) to drive the piston (213) to move, so that the connecting rod (212) drives the working end (211) to extend out of the accommodating groove (220).
4. A variable valve timing engine valve timing structure according to claim 3, characterized in that said phase change cam (210) further comprises a spring (215), said spring (215) is sleeved on said connecting rod (212), one end of said spring (215) is connected to said working end (211), and the other end is connected to an end of said piston cylinder (214) abutting said working end (211).
5. The variable valve timing engine valve timing structure according to claim 4, wherein a liquid inlet channel (230) and a liquid outlet channel (240) parallel to the liquid inlet channel (230) are axially formed in a camshaft (200), a liquid inlet (2141) and a liquid outlet (2142) are formed in a wall surface of the piston cylinder (214), the liquid inlet channel (230) is communicated with the liquid inlet (2141), and the liquid outlet channel (240) is communicated with the liquid outlet (2142).
6. The variable valve timing engine valve timing structure according to claim 5, wherein two ends of the camshaft (200) are respectively provided with a liquid inlet pipe joint (250) and a liquid outlet pipe joint (260), the liquid inlet pipe joint (250) is communicated with the liquid inlet flow passage (230), and the liquid outlet pipe joint (260) is communicated with the liquid outlet flow passage (240).
7. The variable valve timing engine valve timing structure according to claim 6, characterized in that the liquid inlet pipe joint (250) is connected to a liquid inlet pipe (310), the liquid inlet pipe (310) is rotatable with respect to the liquid inlet pipe joint (250), the liquid outlet pipe joint (260) is connected to a liquid outlet pipe (320), the liquid outlet pipe (320) is rotatable with respect to the liquid outlet pipe joint (260), and the liquid inlet pipe (310) and the liquid outlet pipe (320) are connected by a control valve (400).
8. An engine comprising the variable valve timing engine valve structure of any one of claims 1-7.
9. An automobile comprising the engine of claim 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210698437.1A CN115013106B (en) | 2022-06-20 | 2022-06-20 | Engine gas distribution structure, engine and car of variable gas distribution phase |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210698437.1A CN115013106B (en) | 2022-06-20 | 2022-06-20 | Engine gas distribution structure, engine and car of variable gas distribution phase |
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| CN115013106A CN115013106A (en) | 2022-09-06 |
| CN115013106B true CN115013106B (en) | 2023-11-07 |
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| CN113818945A (en) * | 2021-09-30 | 2021-12-21 | 潍柴动力股份有限公司 | Valve mechanism of engine |
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| JP5978080B2 (en) * | 2012-09-19 | 2016-08-24 | 日立オートモティブシステムズ株式会社 | Valve timing control device for internal combustion engine and controller for the valve timing control device |
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| CN115013106A (en) | 2022-09-06 |
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