CN117514406A - Engine valve clearance adjustment method - Google Patents

Engine valve clearance adjustment method Download PDF

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Publication number
CN117514406A
CN117514406A CN202311540363.XA CN202311540363A CN117514406A CN 117514406 A CN117514406 A CN 117514406A CN 202311540363 A CN202311540363 A CN 202311540363A CN 117514406 A CN117514406 A CN 117514406A
Authority
CN
China
Prior art keywords
valve
engine
combustion chamber
rocker arm
brake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202311540363.XA
Other languages
Chinese (zh)
Inventor
冯康
范岚岚
刘冰
吕迎波
姜峰
黄凯
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
China National Heavy Duty Truck Group Jinan Power Co Ltd
Original Assignee
China National Heavy Duty Truck Group Jinan Power Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by China National Heavy Duty Truck Group Jinan Power Co Ltd filed Critical China National Heavy Duty Truck Group Jinan Power Co Ltd
Priority to CN202311540363.XA priority Critical patent/CN117514406A/en
Publication of CN117514406A publication Critical patent/CN117514406A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • F01L1/20—Adjusting or compensating clearance
    • 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
    • F01L1/348—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 by means acting on timing belts or chains
    • 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
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking

Abstract

The application provides an engine valve clearance adjustment method, and relates to the technical field of engines. The method comprises the following steps: rotating the crankshaft until the timing mark point is aligned with the air inlet side of the engine cylinder cover and is level with the upper top surface of the cylinder cover, so that a piston in a combustion chamber is positioned at the upper dead center; continuously rotating the crankshaft to enable a marking point of a combustion chamber to be level with the upper top surface of the cylinder cover, randomly adjusting the gap of an intake valve of one of the two combustion chambers according to the number of the combustion chamber displayed by the marking point of the combustion chamber, and then adjusting the gap of an exhaust valve and the gap of a brake valve of the other combustion chamber; repeating the steps of continuing to rotate the crankshaft until the adjustment of the valve clearances of all combustion chambers is completed. The valve clearance adjustment process is simplified, tools such as a dial are not needed, and the valve clearance adjustment efficiency is improved.

Description

Engine valve clearance adjustment method
Technical Field
The application relates to the technical field of engines, in particular to an engine valve clearance adjustment method.
Background
When the six-cylinder engine of the heavy-duty vehicle is operated, the temperature of the exhaust valve and the brake valve can be relatively high, and the exhaust valve and the brake valve can generate thermal expansion micro-deformation, so that gaps are needed to be arranged among the collapsing exhaust valve bridge, the brake valve and the brake rocker arm so as to accommodate the thermal expansion micro-deformation generated by the exhaust valve and the brake valve. When the engine is in daily operation, the brake rocker arm is in long-term contact and abrasion with the collapsing exhaust valve bridge and the brake valve, so that the clearance between the collapsing exhaust valve bridge, the brake valve and the brake rocker arm is larger and larger, and therefore, the clearance needs to be adjusted regularly.
In the related art, auxiliary tools such as a dial are added on a timing gear, or marking marks are marked on the timing gear, and then a crankshaft is rotated, so that the scale values or marks representing the combustion chambers of the engine on the timing gear are level with the upper top surface of the engine cylinder cover, and the valve of the corresponding combustion chamber is in a closed state, so that the valve clearance of the corresponding combustion chamber can be adjusted.
However, the above-described valve clearance adjustment is cumbersome and inefficient.
Disclosure of Invention
The application provides an engine valve clearance adjustment method, which is used for solving the problems in the background technology, namely: the valve clearance adjustment process is tedious and has low efficiency. According to the engine valve clearance adjustment method, the valve clearance adjustment process can be simplified, auxiliary tools such as a dial are not required to be additionally arranged on the timing gear, or marking marks are marked on the timing gear, and the valve clearance adjustment efficiency is improved.
The application provides an engine valve clearance adjustment method, wherein a timing gear is arranged at the end part of a camshaft of an engine, timing mark points and a plurality of combustion chamber mark points which are uniformly distributed along the circumferential direction of the timing gear are arranged on the end surface of the timing gear, a preset included angle is formed between each timing mark point and each combustion chamber mark point adjacent to the timing mark point, the number of the combustion chamber mark points is larger than or equal to that of combustion chambers of the engine, each combustion chamber mark point comprises two numbers of combustion chambers, and the preset included angle is smaller than the included angle between the two adjacent combustion chamber mark points; the engine is provided with an air inlet side of an engine cylinder cover, an upper top surface of the cylinder cover and a crankshaft;
the engine valve clearance adjustment method comprises the following steps:
rotating a crankshaft clockwise, observing the timing gear from the front end of the engine until the timing mark point is aligned with the air inlet side of the engine cylinder cover and is level with the upper top surface of the cylinder cover, so that a piston in a combustion chamber of the engine is positioned at the top dead center;
continuing to rotate the crankshaft in a clockwise direction until the front end of the engine rotates a crank angle with a preset included angle so that one combustion chamber mark point is level with the upper top surface of the cylinder cover, randomly adjusting the air inlet valve clearance of one of the two combustion chambers corresponding to the combustion chamber number according to the two combustion chamber numbers displayed by the combustion chamber mark point, and then adjusting the air outlet valve clearance and the brake air valve clearance of the other combustion chamber;
and repeating the step of continuously rotating the crankshaft in the clockwise direction so that one marking point of the combustion chamber is level with the upper top surface of the cylinder cover until the adjustment of the intake valve clearance, the exhaust valve clearance and the brake valve clearance of all the combustion chambers is completed.
In one possible design, the adjusting the intake valve clearance of one of the combustion chambers includes:
when a base circle of an air inlet cam on a cam shaft of the engine is abutted against an air inlet rocker arm of the engine, adjusting a gap between the air inlet rocker arm and the air inlet valve until the gap between the air inlet rocker arm and the air inlet valve is equal to a first preset value.
In one possible design, the adjusting the exhaust valve clearance of the other includes:
when a base circle of an exhaust cam on a cam shaft of the engine is abutted against an exhaust rocker arm of the engine, adjusting a gap between the exhaust rocker arm and the exhaust valve until the gap between the exhaust rocker arm and the exhaust valve is equal to a second preset value.
In one possible design, the adjusting the brake valve clearance of the other includes:
when a base circle of a brake cam on a cam shaft of the engine is abutted against a brake rocker arm of the engine, adjusting a gap between the brake rocker arm and the brake valve until the gap between the brake rocker arm and the brake valve is equal to a third preset value.
In one possible design, adjusting the lash between the intake rocker arm and the intake valve includes:
the end part of each air inlet rocker arm far away from the cam shaft is connected with an adjusting bolt used for abutting against the corresponding air inlet valve in a threaded manner, a valve clearance gauge is placed between the corresponding air inlet valve and the adjusting bolt, the adjusting bolt is rotated to enable the adjusting bolt to abut against the valve clearance gauge, the valve clearance between the adjusting bolt and the air inlet valve is equal to a first preset value, and the valve clearance gauge is pulled out.
In one possible design, adjusting the lash between the exhaust rocker arm and the exhaust valve includes:
the end part of each exhaust rocker arm far away from the cam shaft is in threaded connection with an adjusting bolt used for abutting against the corresponding exhaust valve, a valve clearance gauge is placed between the corresponding exhaust valve and the adjusting bolt, the adjusting bolt is rotated to enable the adjusting bolt to abut against the valve clearance gauge, the exhaust valve clearance between the adjusting bolt and the exhaust valve is equal to a second preset value, and the valve clearance gauge is pulled out.
In one possible design, adjusting the lash between the brake rocker arm and the brake valve includes:
the end part of each brake rocker arm far away from the cam shaft is in threaded connection with an adjusting bolt used for abutting against the corresponding brake valve, a valve clearance gauge is placed between the corresponding brake valve and the adjusting bolt, the adjusting bolt is rotated to enable the adjusting bolt to abut against the valve clearance gauge, the brake valve clearance between the adjusting bolt and the brake valve is equal to a third preset value, and the valve clearance gauge is pulled out.
In one possible design, the timing mark point is located at the edge of the timing gear.
In one possible design, the combustion chamber mark point is located at the edge of the timing gear.
According to the engine valve clearance adjustment method, the timing mark point and the combustion chamber mark points are arranged on the timing gear, the valve clearance of the corresponding combustion chamber is adjusted according to the combustion chamber number displayed by the combustion chamber mark points, auxiliary tools such as a dial are not needed, or marking marks are marked on the timing gear, the valve clearance adjustment process is simplified, and the valve clearance adjustment efficiency is improved.
It should be understood that the description of this section is not intended to identify key or critical features of the embodiments of the application or to delineate the scope of the application. Other features of the present application will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief description will be given below of the drawings that are needed in the embodiments or the prior art descriptions, and it is obvious that the drawings in the following description are some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of an in-cylinder brake rocker arm assembly and a valve assembly of an engine according to an embodiment of the present application;
fig. 2 is a schematic view of mounting structures of an intake rocker arm, an exhaust rocker arm and a brake rocker arm in an engine according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a timing gear in an engine according to an embodiment of the present disclosure;
fig. 4 is a flowchart of an engine valve clearance adjustment method according to an embodiment of the present application.
Reference numerals:
100-timing gears;
110-a timing mark point;
120-combustion chamber mark points;
200-rocker shafts;
210-an intake rocker arm;
220-exhaust rocker arms;
230-brake rocker arm;
300-camshaft;
400-collapsing exhaust valve bridge;
410-braking the valve;
500-adjusting bolts.
Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the present application more apparent, the technical solutions in the present application will be clearly and completely described below with reference to the drawings in the present application, and it is apparent that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The terms "first," "second," "third," "fourth" and the like in the description and in the claims of this application and in the above-described figures, if any, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that embodiments of the present application described herein may be capable of operation in sequences other than those illustrated or described herein, for example.
In the embodiments of the present application, words such as "exemplary" or "such as" are used to mean examples, illustrations, or descriptions. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.
As described above in the background art, when a six-cylinder engine of a heavy-duty vehicle is running, the temperatures of the exhaust valve and the brake valve are relatively high, and the exhaust valve and the brake valve generate thermal expansion micro-deformation, so that gaps are required to be arranged among the collapsing exhaust valve bridge, the brake valve and the brake rocker arm to accommodate the thermal expansion micro-deformation amount generated by the exhaust valve and the brake valve, and if no gaps are arranged, the exhaust valve and the brake valve cannot be completely closed after the thermal expansion micro-deformation is generated, so that the combustion chamber of the engine leaks, and the normal work of the engine is affected. Meanwhile, the gap value also considers the factor of noise, when the engine is cold, the gap is maximum, and when the camshaft rotates once, the camshaft drives the brake rocker arm to strike the collapse exhaust valve bridge or the brake valve at least once, the process can generate noise, and in order to control the noise, the gap needs to be reasonably set and is overlarge, and the gap cannot be set.
When the engine is in daily operation, the brake rocker arm is in long-term contact and abrasion with the collapsing exhaust valve bridge and the brake valve, so that the clearance between the collapsing exhaust valve bridge, the brake valve and the brake rocker arm is larger and larger, and therefore, the clearance needs to be adjusted regularly.
In the related art, auxiliary tools such as a dial are added on a timing gear, or marking marks are marked on the timing gear, and then a crankshaft is rotated, so that the scale values or marks representing the combustion chambers of the engine on the timing gear are level with the upper top surface of the engine cylinder cover, and the valve of the corresponding combustion chamber is in a closed state, so that the valve clearance of the corresponding combustion chamber can be adjusted.
However, the above-described valve clearance adjustment is cumbersome and inefficient.
Therefore, in order to improve or solve the technical problem, the embodiment of the application provides an engine valve clearance adjustment method, which is characterized in that a timing mark point and a plurality of combustion chamber mark points are arranged on a timing gear, the valve clearance of a corresponding combustion chamber is adjusted according to the number of the combustion chamber displayed by the combustion chamber mark point, auxiliary tools such as a dial are not needed, or marking marks are marked on the timing gear, the valve clearance adjustment process is simplified, and the valve clearance adjustment efficiency is improved.
The following describes the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems in detail with specific embodiments. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.
Related concepts or nouns referred to in this application are explained first:
and the rocker arms are arranged on the rocker arm shafts, and the cam shafts drive the rocker arms to intermittently swing.
The cam shaft is a metal rod which can rotate continuously, and the opening and closing of the intake valve, the exhaust valve and the brake valve are controlled by driving the rocker arm, so that the cam shaft is just like a baton of a gas distribution and timing mechanism.
The crankshaft is one of the most important parts in the engine, and has the functions of bearing the gas pressure transmitted by the piston connecting rod group, converting the gas pressure into the torque of the crankshaft and outputting the torque to the outside, converting the up-and-down reciprocating motion of the connecting rod into continuous rotary motion, outputting the continuous rotary motion through the crankshaft and driving other accessories on the engine to work.
An engine valve lash adjustment method provided in an embodiment of the present application is described in detail below with reference to fig. 1-4.
Fig. 1 is a schematic structural diagram of an in-cylinder brake rocker arm assembly and a valve assembly of an engine, fig. 2 is a schematic structural diagram of mounting of an intake rocker arm, an exhaust rocker arm and a brake rocker arm in an engine, fig. 3 is a schematic structural diagram of a timing gear in an engine, and fig. 4 is a flow chart of an engine valve clearance adjustment method.
Referring to fig. 1, 2 and 3 of the present application, the engine has an engine head intake side, a head top surface, a crankshaft, a camshaft 300, a timing gear 100, a rocker shaft 200, an intake rocker arm 210, an exhaust rocker arm 220, a brake rocker arm 230, an adjusting bolt 500, a collapsing exhaust bridge 400 and a brake valve 410;
as shown in fig. 1, 2, 3 and 4, the engine valve clearance adjustment method includes the steps of:
s101, rotating the crankshaft clockwise, and observing the timing gear 100 from the front end of the engine until the timing mark point 110 is aligned with the air inlet side of the engine cylinder cover and is level with the upper top surface of the cylinder cover, so that the piston in the first combustion chamber of the engine is positioned at the upper dead center. Wherein the timing mark point 110 is located at the edge of the timing gear 100.
In this application, be provided with a timing mark point 110 and a plurality of combustor mark points 120 of following the circumference equipartition of timing gear 100 on the terminal surface that the timing gear 100 deviates from the engine front end, every combustor mark point 120 all includes the serial number of two combustors, in this embodiment, combustor mark point 120 has six, and contained angle between two adjacent combustor mark points is M, and M is 60, and combustor mark point 120 is located the edge of timing gear 100, and the combustor serial number that every combustor mark point 120 carved into is respectively: 1 and 3, 5 and 6, 3 and 2, 6 and 4, 2 and 1, 5 and 4, the numbering being carved on the basis of the engine configuration, the numbering sequence may be different from one engine to another without changing the essential principle of the engine valve lash adjustment method. The timing mark point 110 and the adjacent combustion chamber mark points 120 are provided with a preset included angle N, wherein the preset included angle N is smaller than the included angle between the adjacent two combustion chamber mark points 120, and the preset included angle N is determined by the phase angles of all the valves.
And S102, continuously rotating the crankshaft in a clockwise direction until the front end of the engine rotates by a crank angle of a preset included angle N, so that the first group of combustion chamber mark points 120 are flush with the upper top surface of the cylinder cover, the two combustion chambers displayed by the combustion chamber mark points 120 are numbered 1 and 3, the air inlet valve clearance of one of the first combustion chamber and the third combustion chamber is adjusted at will, and then the air outlet valve clearance and the brake valve clearance of the other combustion chamber are adjusted.
Wherein adjusting the intake valve clearance of one of the combustion chambers comprises: when the base circle of the intake cam on the camshaft 300 of the engine abuts against the intake rocker arm 210 of the engine, the clearance between the intake rocker arm 210 and the intake valve is adjusted until the clearance between the intake rocker arm 210 and the intake valve is equal to a first preset value.
Adjusting the exhaust valve clearance of the other, comprising: when the base circle of the exhaust cam on the camshaft 300 of the engine abuts against the exhaust rocker arm 220 of the engine, the clearance between the exhaust rocker arm 220 and the exhaust valve is adjusted until the clearance between the exhaust rocker arm 220 and the exhaust valve is equal to a second preset value.
Adjusting the brake valve lash of the other, comprising: when the base circle of the brake cam on the camshaft 300 of the engine abuts against the brake rocker arm 230 of the engine, the clearance between the brake rocker arm 230 and the brake valve 410 is adjusted until the clearance between the brake rocker arm 230 and the brake valve 410 is equal to a third preset value.
Adjusting the clearance between the intake rocker arm 210 and the intake valve includes: the end of each intake rocker arm 210 far away from the camshaft 300 is in threaded connection with an adjusting bolt 500 for abutting against a corresponding intake valve, a valve clearance gauge is placed between the corresponding intake valve and the adjusting bolt 500, the adjusting bolt 500 is rotated to enable the adjusting bolt 500 to abut against the valve clearance gauge, the valve clearance between the adjusting bolt 500 and the intake valve is equal to a first preset value, and the valve clearance gauge is drawn out.
Adjusting the clearance between the exhaust rocker arm 220 and the exhaust valve includes: the end of each exhaust rocker arm 220 far away from the camshaft 300 is in threaded connection with an adjusting bolt 500 for abutting against a corresponding exhaust valve, a valve clearance gauge is placed between the corresponding exhaust valve and the adjusting bolt 500, the adjusting bolt 500 is rotated to enable the adjusting bolt 500 to abut against the valve clearance gauge, the exhaust valve clearance between the adjusting bolt 500 and the exhaust valve is equal to a second preset value, and the valve clearance gauge is pulled out.
Adjusting the lash between the brake rocker arm 230 and the brake valve 410, including: the end of each brake rocker arm 230 far away from the camshaft 300 is in threaded connection with an adjusting bolt 500 for abutting against the corresponding brake valve 410, a valve clearance gauge is placed between the corresponding brake valve 410 and the adjusting bolt 500, the adjusting bolt 500 is rotated to enable the adjusting bolt 500 to abut against the valve clearance gauge, the brake valve clearance between the adjusting bolt 500 and the brake valve 410 is equal to a third preset value, and the valve clearance gauge is pulled out.
S103, repeating the step of continuously rotating the crankshaft in the clockwise direction to enable a marking point of a combustion chamber to be level with the upper top surface of the cylinder cover until adjustment of the intake valve clearance, the exhaust valve clearance and the brake valve clearance of all the combustion chambers is completed.
Specifically, referring to fig. 3 and 4, the crankshaft is continuously rotated in the clockwise direction, so that the front end of the engine is rotated by 60 ° of crank angle, so that the corresponding combustion chamber mark point 120 is flush with the top surface of the cylinder cover, the two combustion chambers indicated by the combustion chamber mark point 120 are numbered 5 and 6, the intake valve clearance of one of the fifth combustion chamber or the sixth combustion chamber is arbitrarily adjusted, and then the exhaust valve clearance and the brake valve clearance of the other are adjusted.
Specifically, referring to fig. 3 and 4, the crankshaft is continuously rotated in a clockwise direction, so that the front end of the engine is rotated by 60 ° of crank angle, so that the corresponding combustion chamber mark point 120 is flush with the top surface of the cylinder cover, the two combustion chambers indicated by the combustion chamber mark point 120 are 3 and 2, the intake valve clearance of one of the third combustion chamber or the second combustion chamber is arbitrarily adjusted, and then the exhaust valve clearance and the brake valve clearance of the other combustion chamber are adjusted.
Specifically, referring to fig. 3 and 4, the crankshaft is continuously rotated in the clockwise direction, so that the front end of the engine is rotated by 60 ° of crank angle, so that the corresponding combustion chamber mark point 120 is flush with the top surface of the cylinder cover, the two combustion chambers indicated by the combustion chamber mark point 120 are numbered 6 and 4, the intake valve clearance of one of the sixth combustion chamber or the fourth combustion chamber is arbitrarily adjusted, and then the exhaust valve clearance and the brake valve clearance of the other are adjusted.
Specifically, referring to fig. 3 and 4, the crankshaft is continuously rotated in a clockwise direction, so that the front end of the engine is rotated by 60 ° of crank angle, so that the corresponding combustion chamber mark point 120 is flush with the top surface of the cylinder cover, the two combustion chambers indicated by the combustion chamber mark point 120 are numbered 2 and 1, the intake valve clearance of one of the second combustion chamber or the first combustion chamber is arbitrarily adjusted, and then the exhaust valve clearance and the brake valve clearance of the other are adjusted.
Specifically, referring to fig. 3 and 4, the crankshaft is continuously rotated in a clockwise direction, so that the front end of the engine is rotated by 60 ° of crank angle, so that the corresponding combustion chamber mark point 120 is flush with the top surface of the cylinder cover, the two combustion chambers indicated by the combustion chamber mark point 120 are numbered 5 and 4, the intake valve clearance of one of the fifth combustion chamber or the fourth combustion chamber is arbitrarily adjusted, and then the exhaust valve clearance and the brake valve clearance of the other are adjusted.
According to the engine valve clearance adjustment method, the timing mark point 110 and the combustion chamber mark points 120 are arranged on the timing gear 100, the valve clearance of the corresponding combustion chamber is adjusted according to the combustion chamber number displayed by the combustion chamber mark points 120, auxiliary tools such as a dial are not needed, or marking marks are marked on the timing gear 100, the valve clearance adjustment process is simplified, and the valve clearance adjustment efficiency is improved.
In this specification, each embodiment or implementation is described in a progressive manner, and each embodiment focuses on a difference from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other.
It should be noted that references in the specification to "one embodiment," "an example embodiment," "some embodiments," etc., indicate that the embodiment may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Furthermore, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described.
Generally, terms should be understood at least in part by use in the context. For example, the term "one or more" as used herein may be used to describe any feature, structure, or characteristic in a singular sense, or may be used to describe a combination of features, structures, or characteristics in a plural sense, at least in part depending on the context. Similarly, terms such as "a" or "an" may also be understood to convey a singular usage or a plural usage, depending at least in part on the context.
It should be readily understood that the terms "on … …", "above … …" and "above … …" in this disclosure should be interpreted in the broadest sense such that "on … …" means not only "directly on something", but also includes "on something" with intermediate features or layers therebetween, and "above … …" or "above … …" includes not only the meaning "on something" or "above" but also the meaning "above something" or "above" without intermediate features or layers therebetween (i.e., directly on something).
Further, spatially relative terms, such as "below," "beneath," "above," "over," and the like, may be used herein for ease of description to describe one element or feature's relationship to another element or feature as illustrated. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. The device may have other orientations (rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein interpreted accordingly.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims (9)

1. The engine valve clearance adjusting method is characterized in that a timing mark point and a plurality of combustion chamber mark points which are uniformly distributed along the circumferential direction of the timing gear are arranged on the end surface of the timing gear, which is away from the front end of the engine, a preset included angle is formed between the timing mark point and the adjacent combustion chamber mark points, the number of the combustion chamber mark points is greater than or equal to that of the combustion chambers of the engine, each combustion chamber mark point comprises the numbers of two combustion chambers, and the preset included angle is smaller than the included angle of the adjacent two combustion chamber mark points; the engine is provided with an air inlet side of an engine cylinder cover, an upper top surface of the cylinder cover and a crankshaft;
the engine valve clearance adjustment method comprises the following steps:
rotating a crankshaft clockwise, observing the timing gear from the front end of the engine until the timing mark point is aligned with the air inlet side of the engine cylinder cover and is level with the upper top surface of the cylinder cover, so that a piston in a combustion chamber of the engine is positioned at the top dead center;
continuing to rotate the crankshaft in a clockwise direction until the front end of the engine rotates a crank angle with a preset included angle so that one combustion chamber mark point is level with the upper top surface of the cylinder cover, randomly adjusting the air inlet valve clearance of one of the two combustion chambers corresponding to the combustion chamber number according to the two combustion chamber numbers displayed by the combustion chamber mark point, and then adjusting the air outlet valve clearance and the brake air valve clearance of the other combustion chamber;
and repeating the step of continuously rotating the crankshaft in the clockwise direction so that one marking point of the combustion chamber is level with the upper top surface of the cylinder cover until the adjustment of the intake valve clearance, the exhaust valve clearance and the brake valve clearance of all the combustion chambers is completed.
2. The engine valve lash adjustment method of claim 1, wherein said adjusting an intake valve lash of one of said combustion chambers comprises:
when a base circle of an air inlet cam on a cam shaft of the engine is abutted against an air inlet rocker arm of the engine, adjusting a gap between the air inlet rocker arm and the air inlet valve until the gap between the air inlet rocker arm and the air inlet valve is equal to a first preset value.
3. The engine valve lash adjustment method of claim 1, wherein said adjusting the exhaust valve lash of the other comprises:
when a base circle of an exhaust cam on a cam shaft of the engine is abutted against an exhaust rocker arm of the engine, adjusting a gap between the exhaust rocker arm and the exhaust valve until the gap between the exhaust rocker arm and the exhaust valve is equal to a second preset value.
4. The engine valve lash adjustment method of claim 1, wherein said adjusting the brake valve lash of the other comprises:
when a base circle of a brake cam on a cam shaft of the engine is abutted against a brake rocker arm of the engine, adjusting a gap between the brake rocker arm and the brake valve until the gap between the brake rocker arm and the brake valve is equal to a third preset value.
5. An engine valve lash adjustment method according to claim 2, characterized in that,
adjusting a clearance between the intake rocker arm and the intake valve, comprising:
the end part of each air inlet rocker arm far away from the cam shaft is connected with an adjusting bolt used for abutting against the corresponding air inlet valve in a threaded manner, a valve clearance gauge is placed between the corresponding air inlet valve and the adjusting bolt, the adjusting bolt is rotated to enable the adjusting bolt to abut against the valve clearance gauge, the valve clearance between the adjusting bolt and the air inlet valve is equal to a first preset value, and the valve clearance gauge is pulled out.
6. An engine valve lash adjustment method according to claim 3, characterized in that,
adjusting a clearance between the exhaust rocker arm and the exhaust valve, comprising:
the end part of each exhaust rocker arm far away from the cam shaft is in threaded connection with an adjusting bolt used for abutting against the corresponding exhaust valve, a valve clearance gauge is placed between the corresponding exhaust valve and the adjusting bolt, the adjusting bolt is rotated to enable the adjusting bolt to abut against the valve clearance gauge, the exhaust valve clearance between the adjusting bolt and the exhaust valve is equal to a second preset value, and the valve clearance gauge is pulled out.
7. The method for adjusting a valve clearance of an engine according to claim 4,
adjusting a clearance between the brake rocker arm and the brake valve, comprising:
the end part of each brake rocker arm far away from the cam shaft is in threaded connection with an adjusting bolt used for abutting against the corresponding brake valve, a valve clearance gauge is placed between the corresponding brake valve and the adjusting bolt, the adjusting bolt is rotated to enable the adjusting bolt to abut against the valve clearance gauge, the brake valve clearance between the adjusting bolt and the brake valve is equal to a third preset value, and the valve clearance gauge is pulled out.
8. An engine valve lash adjustment method according to any one of claims 1-7, wherein the timing mark point is located at an edge of the timing gear.
9. An engine valve clearance adjustment method according to any of claims 1-7, characterized in that the combustion chamber mark point is located at the edge of the timing gear.
CN202311540363.XA 2023-11-17 2023-11-17 Engine valve clearance adjustment method Pending CN117514406A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202311540363.XA CN117514406A (en) 2023-11-17 2023-11-17 Engine valve clearance adjustment method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202311540363.XA CN117514406A (en) 2023-11-17 2023-11-17 Engine valve clearance adjustment method

Publications (1)

Publication Number Publication Date
CN117514406A true CN117514406A (en) 2024-02-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202311540363.XA Pending CN117514406A (en) 2023-11-17 2023-11-17 Engine valve clearance adjustment method

Country Status (1)

Country Link
CN (1) CN117514406A (en)

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