CN209818130U - Two-stroke auxiliary braking mechanism - Google Patents
Two-stroke auxiliary braking mechanism Download PDFInfo
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- CN209818130U CN209818130U CN201920397437.1U CN201920397437U CN209818130U CN 209818130 U CN209818130 U CN 209818130U CN 201920397437 U CN201920397437 U CN 201920397437U CN 209818130 U CN209818130 U CN 209818130U
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Abstract
A two-stroke auxiliary braking mechanism belongs to the field of engine driving, cylinder stopping and braking. The mechanism mainly comprises an air inlet/exhaust valve assembly, an air inlet driving cam, an air inlet braking cam, an exhaust driving cam, an air inlet driving tappet cup, an air inlet braking tappet cup, an exhaust driving tappet cup, an exhaust braking tappet cup, an air inlet driving rocker arm, an air inlet braking rocker arm, an exhaust driving rocker arm, an exhaust braking rocker arm and the like. Different tappet types are selected according to the requirements of the engine, so that the reliable maintenance and flexible switching of multiple modes such as engine stepped driving, two-stroke stepped braking and the like can be realized, and the pressure reduction braking is improved by about 100% at high speed; the air leakage brake is improved by about 215 percent, and the economical efficiency, the emission performance and the driving safety of the vehicle are greatly improved. The mechanism has compact structure and is beneficial to the application of the engine with small cylinder center distance.
Description
Technical Field
The invention relates to a two-stroke auxiliary braking mechanism, and belongs to the field of engine driving, cylinder stopping and braking.
Background
With the rapid increase of the engine reserve, the energy and environmental problems become one of the major problems restricting the sustainable development of China. Although the engine reserves of trucks and the like are less than those of gasoline engines, the fuel consumption is high and the emission is poor due to the large single-engine displacement, the long driving range and the like. The research shows that: by adopting the technologies of cylinder deactivation and the like, the fuel economy and the emission of the engine can be greatly improved. In addition, roads in China have a plurality of long slopes and steep slopes, the load of trucks is higher than the foreign standard, and the problems of overloading and overspeed of trucks are serious, so that the frequent occurrence of truck responsibility road traffic accidents in China is caused, and the super-dangerous traffic accidents are mainly caused by large trucks. The retarder for the main braking system and the electromagnetic and eddy current transmission systems is easy to reduce the braking power quickly due to overheating after long-time operation, and the engine braking is free of the problems. The braking power of the two-stroke auxiliary braking technology is higher than that of the existing four-stroke braking technology, and the two-stroke auxiliary braking technology is a future development trend. Aiming at the current compact engine with small cylinder center distance, the space arrangement is one of the key and difficulty in designing a valve driving mechanism. Therefore, it is urgent to research a valve driving mechanism (hereinafter, referred to as a two-stroke auxiliary brake mechanism) having a driving mode, a cylinder deactivation mode, and a two-stroke brake mode.
Disclosure of Invention
The invention aims to: by designing a two-stroke auxiliary braking mechanism, the two-stroke auxiliary braking mechanism is used for realizing that: in order to reduce the oil consumption and emission of an engine and improve the driving safety of a vehicle, a two-stroke auxiliary braking mechanism is required to realize a driving mode, a cylinder deactivation mode and a two-stroke braking mode, and the modes are flexibly switched; in order to meet the arrangement requirement of an engine with a small cylinder center distance, the mechanism is required to be compact in structure.
The technical scheme adopted by the invention is as follows: a two-stroke auxiliary brake mechanism comprises an air inlet valve assembly, an exhaust valve assembly, an air inlet driving cam, an air inlet braking cam, an exhaust driving cam, an air inlet driving support cup, an air inlet braking support cup, an exhaust driving support cup, an exhaust braking support cup, an air inlet driving rocker arm, an air inlet braking rocker arm, an exhaust driving rocker arm and an exhaust braking rocker arm.
The intake drive cam has at least one lobe during the intake stroke, the intake brake cam has at least one lobe near each bottom dead center, the exhaust drive cam has at least one lobe during the exhaust stroke, and the exhaust brake cam has at least one lobe near each top dead center.
The air inlet driving tappet cup and/or the exhaust driving tappet cup adopt driving components, and the air inlet braking tappet cup and/or the exhaust braking tappet cup adopt braking components.
The air inlet driving cam drives the air inlet valve assembly through the air inlet driving tappet cup and the air inlet driving rocker arm, the air inlet braking cam drives the air inlet valve assembly through the air inlet braking tappet cup and the air inlet braking rocker arm, the exhaust driving cam drives the exhaust valve assembly through the exhaust driving tappet cup and the exhaust driving rocker arm, and the exhaust braking cam drives the exhaust valve assembly through the exhaust braking tappet cup and the exhaust braking rocker arm.
The first rocker arm return spring provides spring force to keep the air inlet brake rocker arm and the air inlet brake tappet cup in constant contact, and the second rocker arm return spring provides spring force to keep the exhaust brake rocker arm and the exhaust brake tappet cup in constant contact.
The air inlet driving rocker arm drives the first air inlet valve assembly through the first air inlet valve bridge, the air inlet driving rocker arm drives the second air inlet valve assembly through the first air inlet valve bridge and the air inlet transmission block, the air inlet braking rocker arm drives the second air inlet valve assembly through the air inlet transmission block, and the air inlet transmission block directly moves or swings relative to the first air inlet valve bridge. Or the air inlet driving rocker arm drives the first air inlet valve assembly and the second air inlet valve assembly through the second air inlet valve bridge, the air inlet braking rocker arm drives the first air inlet valve assembly and the second air inlet valve assembly through the second air inlet valve bridge, and the third rocker arm reset spring is additionally arranged to provide spring force to keep the air inlet driving rocker arm and the air inlet driving tappet always in contact.
The exhaust driving rocker arm drives the first exhaust valve assembly through the first exhaust valve bridge, the exhaust driving rocker arm drives the second exhaust valve assembly through the first exhaust valve bridge and the exhaust transmission block, and the exhaust transmission block moves or swings relative to the first exhaust valve bridge. Or the exhaust driving rocker arm drives the first exhaust valve assembly and the second exhaust valve assembly through the second exhaust valve bridge, the exhaust braking rocker arm drives the first exhaust valve assembly and the second exhaust valve assembly through the second exhaust valve bridge, and the fourth rocker arm reset spring is additionally arranged to provide spring force to keep the exhaust driving rocker arm and the exhaust driving tappet in contact all the time.
The exhaust brake cam also has at least one lobe near expansion-exhaust bottom dead center and/or at least one lobe near intake-compression bottom dead center.
The intake drive cam and/or the intake brake cam and/or the exhaust drive cam and/or the exhaust brake cam are adjusted by a camshaft phase adjustment mechanism.
The drive assembly includes at least a first drive assembly and a second drive assembly.
The first driving assembly comprises a driving piston consisting of a driving piston body and a blocking block, a driving locking block, a driving pin provided with a driving pin groove, and a driving piston sleeve provided with a driving piston sleeve groove, a middle oil path and a second air vent, wherein the driving piston is provided with a driving piston hole and a first air vent, the driving pin is arranged in the driving piston, the driving pin spring is arranged between the driving piston and the driving pin, the driving piston is arranged on the driving piston sleeve, a driving piston spring is arranged between the driving piston and the driving piston sleeve, the driving piston sleeve is arranged on a fixed body, a driving controlled oil cavity is formed between the driving piston and the driving pin, a first oil path led out from the fixed body is connected with the driving controlled oil cavity through the middle oil path, when the first oil path is low pressure, the driving locking block is positioned in the driving piston sleeve groove and the driving piston hole, and the first driving assembly is in, when the first oil duct is high pressure, the driving locking block is positioned in the driving pin groove and the driving piston hole, and the first driving assembly is in a failure state.
The second driving assembly comprises a driving plunger, the driving plunger is arranged in the driving plunger sleeve, the driving plunger sleeve is installed in the fixed body, a switching pin and a switching pin spring are arranged in the driving plunger, a driving spring is arranged between the driving plunger sleeve and the driving plunger, a second oil duct and a locking groove are arranged on the driving plunger sleeve, when the second oil duct is high-pressure, the switching pin is completely located in the driving plunger, the second driving assembly is in a failure state, when the second oil duct is low-pressure, the driving plunger sleeve and the driving plunger are locked into a whole through the switching pin, and the second driving assembly is in a working state.
The brake assembly includes at least a first brake assembly and a second brake assembly.
The first brake assembly comprises a brake pin provided with a brake pin groove, a brake piston provided with a brake piston hole and a third air release hole, a brake locking block and a brake piston sleeve provided with a brake piston sleeve groove, the brake pin is arranged in the brake piston, a brake pin spring is arranged between the brake pin and the brake piston, the brake piston is arranged in the brake piston sleeve, the brake piston sleeve is arranged in a fixed body, a brake controlled oil cavity is formed among the brake pin, the brake piston and the brake piston sleeve, a third oil duct arranged on the fixed body is connected with the brake controlled oil cavity, the brake locking block is arranged in the brake piston hole and the brake pin groove when the third oil duct is low pressure, the first brake assembly is in a failure state, the brake locking block is arranged in the brake piston hole and the brake piston sleeve groove when the third oil duct is high pressure, and the first brake assembly is in a working state.
The second brake assembly comprises a second plunger arranged in the first plunger or the fixed body, the first plunger is arranged in the fixed body, a spring is arranged between the first plunger and the second plunger or between the first plunger and the fixed body, a brake oil cavity is formed between the first plunger and the second plunger or between the first plunger and the fixed body, a fourth oil duct is arranged on the fixed body and connected with the brake oil cavity, when the fourth oil duct is connected with a low-pressure source, the second brake assembly is in a failure state, and when a high-pressure source is connected with the fourth oil duct through a one-way valve, the second brake assembly is in a working state.
A tappet-push rod or a tappet-push rod-rocker arm is also arranged between the cam and the tappet cup.
In the driving mode, the air inlet driving tappet cup and the exhaust driving tappet cup are both in a working state, and the air inlet braking tappet cup and the exhaust braking tappet cup are both in a failure state. And under the cylinder deactivation mode, the air inlet driving tappet cup, the exhaust driving tappet cup, the air inlet braking tappet cup and the exhaust braking tappet cup are in failure states. In the first four-stroke braking mode, the air inlet braking tappet cup and the exhaust driving tappet cup are both in a working state, and the air inlet driving tappet cup and the exhaust braking tappet cup are both in a failure state. In the second four-stroke braking mode, the air inlet driving tappet cup and the exhaust braking tappet cup are both in a working state, and the air inlet braking tappet cup and the exhaust driving tappet cup are both in a failure state. In the two-stroke braking mode, the air inlet driving tappet cup and the exhaust driving tappet cup are both in a working state, and the air inlet braking tappet cup and the exhaust braking tappet cup are both in a failure state.
The fixing body is a fixing body commonly used in the field, such as a fixing part of a cylinder body, a cylinder cover, a bracket fixed relative to the cylinder cover and the like. The further fixed body can adopt the fixed body of integral type and split type fixed body, and the split type fixed body includes split type bush and fixed body overcoat. The split type bushing is respectively integrated with the piston, the plunger, the driving plunger sleeve, the driving piston sleeve, the braking piston sleeve, the first plunger, the second plunger and the like which are arranged in the split type bushing, and then the split type bushing is arranged on the fixed body outer sleeve, so that serialization and universalization of parts are facilitated.
The driving locking block and the braking locking block are locking bodies commonly used in the field for realizing switching and locking functions, such as a sphere, circular truncated cones or cones, spherical bodies, cambered surface bodies and the like at two ends, a cylinder and the like in the middle and the like, and inclined planes can be manufactured at two ends to ensure good stress.
The switching pin is a driving pin commonly used in the field and used for realizing switching and locking functions, a cylindrical structure can be adopted, a spring seat can be machined at the spring end of the switching pin, and a locking surface matched with a locking groove is machined at the other end of the switching pin to ensure good stress.
The invention has the beneficial effects that: the two-stroke auxiliary brake mechanism mainly comprises an air inlet/exhaust valve assembly, an air inlet driving cam, an air inlet brake cam, an exhaust driving cam, an exhaust brake cam, an air inlet driving tappet cup, an air inlet brake tappet cup, an exhaust driving tappet cup, an exhaust brake tappet cup, an air inlet driving rocker arm, an air inlet brake rocker arm, an exhaust driving rocker arm, an exhaust brake rocker arm and the like. (a) Different tappet types are selected according to the requirements of the engine, so that the reliable maintenance and flexible switching of multiple modes such as engine stepped driving, two-stroke stepped braking and the like can be realized, and the pressure reduction braking is improved by about 100% at high speed; the air leakage brake is improved by about 215 percent, and the economical efficiency, the emission performance and the driving safety of the vehicle are greatly improved. (b) The tappet cup is in a modular design, the type of the tappet cup is selected according to the requirement of the vehicle, and the improvement of the existing vehicle and the development of a new vehicle type are very beneficial. (c) The mechanism has compact structure and is suitable for the application of the engine with small cylinder diameter distance.
Drawings
The invention is further described with reference to the following figures and examples.
FIG. 1 is a first schematic view of a two-stroke auxiliary braking mechanism.
Fig. 2 is a schematic view of a first drive assembly.
Fig. 3 is a schematic view of a second drive assembly.
FIG. 4 is a schematic view of a first brake assembly.
FIG. 5 is a schematic view of a second brake assembly.
FIG. 6 is a schematic view of a slide valve.
FIG. 7 is a schematic view of the valve bridge and the direct drive transmission block.
FIG. 8 is a schematic view of a valve bridge and a swing type transmission block.
FIG. 9 is a schematic view of a valve bridge.
Fig. 10 is a brake effect diagram of the two-stroke auxiliary brake mechanism.
In the figure: CQ1, intake drive cam; CZ1, intake brake cam; CQ2, exhaust drive cam; CZ2, exhaust brake cam; TQ1, air inlet driving tappet cup; TZ1, an air inlet brake tappet cup; TQ2, exhaust drive tappet cup; TZ2, exhaust brake tappet cup; YQ1, an intake drive rocker arm; YZ1, an intake brake rocker arm; YQ2, exhaust driving rocker arm; YZ2, exhaust brake rocker arm; VQ1, first intake valve assembly; VZ1, second intake valve assembly; VQ2, first exhaust valve assembly; VZ2, second exhaust valve assembly; YK1, a first rocker arm return spring; YK2, a second rocker arm return spring; BQ1, first intake valve bridge; BZ1, an air inlet transmission block; BQ2, first exhaust valve bridge; BZ2, an exhaust transmission block; TH1, intake brake spool valve; q1, collar; q2, drive plunger; q3, switch pin spring; q4, switching pin; q5, drive spring; q6, drive the plunger sleeve; q7, second oil gallery; q8, blocking block; q9, a first bleed hole; q10, drive pin spring; q11, drive the locking block; q12, split bush; q13, a fixation body outer sleeve; q14, drive pin slot; q15, drive pin; q16, drive piston spring; q17, drive piston sleeve; q18, a second vent; q19, driving the controlled oil cavity; q20, middle oil circuit; q21, first oil gallery; q22, drive piston body; z1, a third vent; z2, brake piston; z3, a detent pin spring; z4, brake piston sleeve groove; z5, brake locking block; z7, brake pin; z8, brake piston sleeve; z9, a brake controlled oil cavity; z10, third oil gallery; z11, second plunger; z12, a first plunger spring; z13, first plunger; z14, fourth oil gallery; t, a low-pressure source; p, a high-pressure source; z15, brake control valve; z16, brake check valve; h1, one-way valve core; h2, check valve spring; h3, spool valve spool; h4, spool valve spring; h5, slide valve split bush; h6, spool valve control port; h7, spool valve drive port; h8, slide valve drain port; h9, a one-way valve oil outlet; CV1, brake control valve; CV2, drive control valve; CV3, bleeder valve; BQa, first air bridge; BZa, a direct-acting transmission block; BQb, a second valve bridge; BZb, a swing type transmission block; BQc, integral valve bridge.
Detailed Description
The invention relates to a two-stroke auxiliary brake mechanism. A two-stroke auxiliary brake mechanism comprises an air inlet valve assembly, an exhaust valve assembly, an air inlet driving cam CQ1, an air inlet brake cam CZ1, an exhaust driving cam CQ2, an exhaust brake cam CZ2, an air inlet driving lift cup TQ1, an air inlet brake lift cup TZ1, an exhaust driving lift cup TQ2, an exhaust brake lift cup TZ2, an air inlet driving rocker arm YQ1, an air inlet brake rocker arm YZ1, an exhaust driving rocker arm YQ2 and an exhaust brake rocker arm YZ 2.
Examples
FIG. 1 is a schematic view of a two-stroke auxiliary braking mechanism. The intake drive cam CQ1 has a protrusion during the intake stroke, the intake brake cam CZ1 has a protrusion near each bottom dead center, the exhaust drive cam CQ2 has a protrusion during the exhaust stroke, and the exhaust brake cam CZ2 has a protrusion near each top dead center and near each bottom dead center. The air inlet driving tappet TQ1 and the air exhaust driving tappet TQ2 adopt a second driving component, and the air inlet braking tappet TZ1 and the air exhaust braking tappet TZ2 both adopt a second braking component. The air inlet driving cam CQ1 drives an air inlet valve assembly through an air inlet driving tappet TQ1 and an air inlet driving rocker arm YQ1, the air inlet braking cam CZ1 drives an air inlet valve assembly through an air inlet braking tappet TZ1 and an air inlet braking rocker arm YZ1, the exhaust driving cam CQ2 drives an exhaust valve assembly through an exhaust driving tappet TQ2 and an exhaust driving rocker arm YQ2, and the exhaust braking cam CZ2 drives the exhaust valve assembly through an exhaust braking tappet TZ2 and an exhaust braking rocker arm YZ 2. The first rocker arm return spring YK1 provides a spring force to keep the intake brake rocker arm YZ1 in constant contact with the intake brake tappet TZ1, and the second rocker arm return spring YK2 provides a spring force to keep the exhaust brake rocker arm YZ2 in constant contact with the exhaust brake tappet TZ 2. The air inlet driving rocker arm YQ1 drives the first air inlet valve assembly VQ1 through the first air inlet valve bridge BQ1, the air inlet driving rocker arm YQ1 drives the second air inlet valve assembly VZ1 through the first air inlet valve bridge BQ1 and an air inlet transmission block BZ1, the air inlet braking rocker arm YZ1 drives the second air inlet valve assembly VZ1 through the air inlet transmission block BZ1, and the air inlet transmission block BZ1 moves straightly relative to the first air inlet valve bridge BQ 1. The exhaust driving rocker arm YQ2 drives the first exhaust valve assembly VQ2 through a first exhaust valve bridge BQ2, the exhaust driving rocker arm YQ2 drives the second exhaust valve assembly VZ2 through the first exhaust valve bridge BQ2 and an exhaust transmission block BZ2, and the exhaust transmission block BZ2 moves straightly relative to the first exhaust valve bridge BQ 2. The intake drive cam CQ1, the intake brake cam CZ1, the exhaust drive cam CQ2, and the exhaust brake cam CZ2 are provided on one camshaft.
Fig. 2 is a schematic view of a first drive assembly. It comprises a driving piston consisting of a driving piston body Q22 and a blocking block Q8, a driving locking block Q11, a driving pin Q15 provided with a driving pin groove Q14, a driving piston sleeve Q17 provided with a driving piston sleeve groove, a middle oil way Q20 and a second air vent hole Q18, the driving piston is provided with a driving piston hole and a first air release hole Q9, the driving pin Q15 is arranged in the driving piston, a driving pin spring Q10 is arranged between the driving piston and the driving pin Q15, the driving piston is arranged on a driving piston sleeve Q17, a driving piston spring Q16 is arranged between the driving piston and a driving piston sleeve Q17, the driving piston sleeve Q17 is arranged on a split type bushing Q12, a split type bushing Q12 is arranged on a fixed body outer sleeve Q13, a driving controlled oil cavity Q19 is formed between the driving piston and the driving pin Q15, and a first oil passage Q21 led out of the fixed body outer sleeve Q13 is connected with the driving controlled oil cavity Q19 through an oil passage and an intermediate oil passage Q20 on the split type bushing Q12. When the first oil passage Q21 is at low pressure, the driving locking block Q11 is positioned in the driving piston sleeve groove and the driving piston hole, and the first driving component is in a working state; when the first oil passage Q21 is at high pressure, the drive lock block Q11 is located in the drive pin slot Q14 and the drive piston bore, and the first drive assembly is in a failure state.
Fig. 3 is a schematic view of a second drive assembly. It includes that drive plunger Q2 sets up in drive plunger sleeve Q6, and drive plunger sleeve Q6 installs in the fixed body, is provided with in the drive plunger Q2 and switches round pin Q4 and switch round pin spring Q3, is provided with drive spring Q5 between drive plunger sleeve Q6 and the drive plunger Q2, sets up second oil duct Q7 and locking groove on the drive plunger sleeve Q6. When the second oil passage Q7 is at a high pressure, the switch pin Q4 is fully located within the drive plunger Q2, and the second drive assembly is in a failed state; when the second oil passage Q7 is at a low pressure, the switching pin Q4 locks the driving plunger sleeve Q6 and the driving plunger Q2 into a whole, and the second driving assembly is in an operating state.
FIG. 4 is a schematic view of a first brake assembly. The brake piston comprises a brake pin Z7 provided with a brake pin groove, a brake piston Z2 provided with a brake piston hole and a third air vent Z1, a brake locking block Z5 and a brake piston sleeve Z8 provided with a brake piston sleeve groove Z4. A brake pin Z7 is disposed in the brake piston Z2, a brake pin spring Z3 is disposed between the brake pin Z7 and the brake piston Z2, a brake piston Z2 is disposed in the brake piston sleeve Z8, a brake piston sleeve Z8 is disposed in the fixed body WK, a brake controlled oil chamber Z9 is formed between the brake pin Z7, the brake piston Z2 and the brake piston sleeve Z8, and a third oil passage Z10 disposed on the fixed body WK is connected to the brake controlled oil chamber Z9. When the third oil passage Z10 is at low pressure, the brake locking block Z5 is positioned in the brake piston hole and the brake pin groove, and the first brake assembly is in a failure state; when the third oil passage Z10 is at a high pressure, the brake lock block Z5 is located in the brake piston bore and the brake piston sleeve groove Z4, and the first brake assembly is in an operating state.
FIG. 5 is a schematic view of a second brake assembly. It includes a second plunger Z11 and a first plunger Z13 disposed within the fixed body WK. A first plunger spring Z12 is arranged between the first plunger Z13 and the fixed body WK, a brake oil cavity is formed between the first plunger Z13 and the fixed body, a fourth oil channel Z14 is arranged on the fixed body WK, and the fourth oil channel Z14 is connected with the brake oil cavity. When the fourth oil duct Z14 is connected with the low-pressure source T, the second brake assembly is in a failure state; when the high pressure source P is connected to the fourth oil passage Z14 through the brake check valve Z16, the second brake assembly is in an operating state. The brake control valve Z15 may be a two-position four-way valve separate from the check valve or may be integrated with the brake check valve Z16 as shown in fig. 6. The brake check valve comprises a brake check valve consisting of a check valve spool H1, a check valve spring H2 and a slide valve spool H3, and a slide valve consisting of a slide valve spool H3, a slide valve spring H4 and a slide valve split type bushing H5. The spool valve drive port H7 is connected to the fourth oil passage Z14. When spool control port H6 is low, fourth oil gallery Z14 is connected to spool drain port H8; when the spool valve control port H6 is at high pressure, the spool valve spool H3 compresses the spool valve spring H4, connects the check valve outlet port H9 with the spool valve drive port H7, and high-pressure oil enters the fourth oil channel Z14 through the check brake valve.
The first oil passage Q21, the second oil passage Q7, and the third oil passage Z10 may be controlled in their communication state with the high pressure source or the low pressure source using a two-position three-way valve. The first oil gallery Q21, the second oil gallery Q7, the third oil gallery Z10, and the fourth oil gallery Z14 may also be controlled using control valves and check valves, such as a two-position four-way valve separate from a check valve, as shown in FIG. 5; and as another example, a spool valve incorporating a check valve, as shown in fig. 6.
The control of the working and failure states of the air inlet driving tappet TQ1, the air inlet braking tappet TZ1, the exhaust driving tappet TQ2 and the exhaust braking tappet TZ2 can be independently controlled by adopting a plurality of hydraulic valves, and can also be controlled in groups by adopting a small number of hydraulic valves. In FIG. 1, the air inlet brake tappet TZ1 and the air outlet brake tappet TZ2 are controlled by the brake control valve CV1, and the air inlet driving tappet TQ1 and the air outlet driving tappet TQ2 are directly controlled by the driving control valve CV 2.
Fig. 7 is a schematic view of the first valve bridge and the direct drive transmission block. It includes a first valve bridge BQa and a direct drive block BZa.
Fig. 8 is a schematic view of the second valve bridge and the oscillating drive block. It includes a second valve bridge BQb and a swing-type transmission block BZb. A push rod and other mechanisms can be arranged between the brake cam and the swing type transmission block BZb to ensure that the mechanism has good kinematic and dynamic characteristics.
FIG. 9 is a schematic view of a valve bridge. With the integrated valve bridge BQc, both drive and brake modes can be achieved, with all valve assemblies driven by its integrated valve bridge BQc being openable.
The types of the above components are determined according to the requirements of the vehicle, and various combinations are within the scope of this patent and are not limited to the two-stroke auxiliary brake mechanism shown in fig. 1.
The control method of the two-stroke auxiliary brake mechanism comprises the following steps:
in the driving mode, the air inlet driving tappet TQ1 and the air outlet driving tappet TQ2 are both in a working state, and the air inlet braking tappet TZ1 and the air outlet braking tappet TZ2 are both in a failure state. In the deactivated mode, the intake driven tappet TQ1, the exhaust driven tappet TQ2, the intake brake tappet TZ1, and the exhaust brake tappet TZ2 are all in a deactivated state. Under the first four-stroke braking mode, the air inlet braking tappet TZ1 and the exhaust driving tappet TQ2 are in working states, and the air inlet driving tappet TQ1 and the exhaust braking tappet TZ2 are in failure states. In the second four-stroke braking mode, the air inlet driving tappet TQ1 and the exhaust braking tappet TZ2 are both in a working state, and the air inlet braking tappet TZ1 and the exhaust driving tappet TQ2 are both in a failure state. In the two-stroke braking mode, the air inlet driving tappet TQ1 and the air outlet driving tappet TQ2 are both in a working state, and the air inlet braking tappet TZ1 and the air outlet braking tappet TZ2 are both in a failure state.
Fig. 10 is a brake effect diagram of the two-stroke auxiliary brake mechanism. The mechanism realizes that the braking power of the engine is greatly improved, and the braking is improved by about 100 percent compared with decompression braking at high speed; the air leakage brake is improved by 215 percent. This is extremely beneficial to the improvement of the driving safety and the transportation capacity of the vehicle.
Claims (5)
1. A two-stroke auxiliary brake mechanism comprises an intake valve component and an exhaust valve component, and is characterized in that: the air intake brake device is characterized by further comprising an air intake driving cam (CQ 1), an air intake brake cam (CZ 1), an exhaust driving cam (CQ 2), an exhaust brake cam (CZ 2), an air intake driving lift cup (TQ 1), an air intake brake lift cup (TZ 1), an exhaust driving lift cup (TQ 2), an exhaust brake lift cup (TZ 2), an air intake driving rocker arm (YQ 1), an air intake brake rocker arm (YZ 1), an exhaust driving rocker arm (YQ 2) and an exhaust brake rocker arm (YZ 2);
the intake drive cam (CQ 1) has at least one protrusion during the intake stroke, the intake brake cam (CZ 1) has at least one protrusion near each bottom dead center, the exhaust drive cam (CQ 2) has at least one protrusion during the exhaust stroke, and the exhaust brake cam (CZ 2) has at least one protrusion near each top dead center;
the air inlet driving tappet cup (TQ 1) and the exhaust driving tappet cup (TQ 2) adopt driving components, and the air inlet braking tappet cup (TZ 1) and the exhaust braking tappet cup (TZ 2) adopt braking components;
the air inlet driving cam (CQ 1) drives an air inlet valve component through an air inlet driving lift cup (TQ 1) and an air inlet driving rocker arm (YQ 1), the air inlet braking cam (CZ 1) drives the air inlet valve component through the air inlet braking lift cup (TZ 1) and the air inlet braking rocker arm (YZ 1), the exhaust driving cam (CQ 2) drives an exhaust valve component through an exhaust driving lift cup (TQ 2) and an exhaust driving rocker arm (YQ 2), and the exhaust braking cam (CZ 2) drives an exhaust valve component through the exhaust braking lift cup (TZ 2) and the exhaust braking rocker arm (YZ 2);
the first rocker arm return spring (YK 1) provides spring force to keep the intake brake rocker arm (YZ 1) and the intake brake tappet (TZ 1) in constant contact, and the second rocker arm return spring (YK 2) provides spring force to keep the exhaust brake rocker arm (YZ 2) and the exhaust brake tappet (TZ 2) in constant contact.
2. The two-stroke auxiliary brake mechanism of claim 1, wherein:
the driving assembly at least comprises a first driving assembly and a second driving assembly;
the first driving assembly comprises a driving piston consisting of a driving piston body (Q22) and a blocking block (Q8), a driving locking block (Q11), a driving pin (Q15) provided with a driving pin groove (Q14), and a driving piston sleeve (Q17) provided with a driving piston sleeve groove, a middle oil path (Q20) and a second air vent (Q18), a driving piston hole and a first vent hole (Q9) are formed in the driving piston, the driving pin (Q15) is arranged in the driving piston, the driving pin spring (Q10) is arranged between the driving piston and the driving pin (Q15), the driving piston is installed on a driving piston sleeve (Q17), the driving piston spring (Q16) is arranged between the driving piston and a driving piston sleeve (Q17), the driving piston sleeve (Q17) is installed on a fixed body, a driving controlled oil cavity (Q19) is formed between the driving piston and the driving pin (Q15), and a first oil channel (Q21) led out of the fixed body is connected with the driving controlled oil cavity (Q19) through an intermediate oil channel (Q20); when the first oil channel (Q21) is at low pressure, the driving locking block (Q11) is positioned in the driving piston sleeve groove and the driving piston hole, and the first driving assembly is in a working state; when the first oil channel (Q21) is at high pressure, the driving locking block (Q11) is positioned in the driving pin groove (Q14) and the driving piston hole, and the first driving component is in a failure state;
the second driving assembly comprises a driving plunger (Q2) arranged in a driving plunger sleeve (Q6), the driving plunger sleeve (Q6) is arranged in a fixed body, a switching pin (Q4) and a switching pin spring (Q3) are arranged in the driving plunger (Q2), a driving spring (Q5) is arranged between the driving plunger sleeve (Q6) and the driving plunger (Q2), and a second oil duct (Q7) and a locking groove are arranged on the driving plunger sleeve (Q6); when the second oil channel (Q7) is in a high pressure state, the switching pin (Q4) is completely positioned in the driving plunger (Q2), and the second driving component is in a failure state; when the second oil passage (Q7) is at low pressure, the switching pin (Q4) locks the driving plunger sleeve (Q6) and the driving plunger (Q2) into a whole, and the second driving assembly is in a working state;
the brake assembly comprises at least a first brake assembly and a second brake assembly;
the first brake assembly comprises a brake pin (Z7) provided with a brake pin groove, a brake piston (Z2) provided with a brake piston hole and a third air release hole (Z1), a brake locking block (Z5) and a brake piston sleeve (Z8) provided with a brake piston sleeve groove (Z4), the brake pin (Z7) is arranged in the brake piston (Z2), a brake pin spring (Z3) is arranged between the brake pin (Z7) and the brake piston (Z2), the brake piston (Z2) is arranged in the brake piston sleeve (Z8), the brake piston sleeve (Z8) is arranged in a fixed body, a brake controlled oil cavity (Z9) is formed between the brake pin (Z7), the brake piston (Z2) and the brake piston sleeve (Z8), a third oil channel (Z10) arranged on the fixed body is connected with a brake controlled oil cavity (Z9), and when the third oil channel (Z10) is a low pressure oil channel, the brake block (Z5) and the brake pin hole (Z5) are positioned in the brake piston groove, when the first brake assembly is in a failure state and the third oil channel (Z10) is in a high pressure state, the brake locking block (Z5) is positioned in the brake piston hole and the brake piston sleeve groove (Z4), and the first brake assembly is in a working state;
the second brake assembly comprises a second plunger (Z11) arranged in a first plunger (Z13) or a fixed body, the first plunger (Z13) is arranged in the fixed body, a spring is arranged between the first plunger (Z13) and the second plunger (Z11) or between the first plunger (Z13) and the fixed body, a brake oil cavity is formed between the first plunger (Z13) and the second plunger (Z11) or between the first plunger (Z13) and the fixed body, a fourth oil channel (Z14) is arranged on the fixed body, the fourth oil channel (Z14) is connected with the brake oil cavity, when the fourth oil channel (Z14) is connected with a low-pressure source, the second brake assembly is in a failure state, and when the high-pressure source is connected with the fourth oil channel (Z14) through a one-way valve, the second brake assembly is in an operating state.
3. The two-stroke auxiliary brake mechanism of claim 1, wherein: and a tappet-push rod or a tappet-push rod-rocker arm is also arranged between the cam and the tappet cup.
4. The two-stroke auxiliary brake mechanism of claim 1, wherein: the exhaust brake cam (CZ 2) further has at least one protrusion near bottom dead center of expansion-exhaust and/or at least one protrusion near bottom dead center of intake-compression.
5. The two-stroke auxiliary brake mechanism of claim 1, wherein: the intake drive cam (CQ 1) and/or the intake brake cam (CZ 1) and/or the exhaust drive cam (CQ 2) and/or the exhaust brake cam (CZ 2) are/is adjusted by a camshaft phase adjustment mechanism (VVT).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920397437.1U CN209818130U (en) | 2019-03-27 | 2019-03-27 | Two-stroke auxiliary braking mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920397437.1U CN209818130U (en) | 2019-03-27 | 2019-03-27 | Two-stroke auxiliary braking mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209818130U true CN209818130U (en) | 2019-12-20 |
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ID=68877360
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920397437.1U Withdrawn - After Issue CN209818130U (en) | 2019-03-27 | 2019-03-27 | Two-stroke auxiliary braking mechanism |
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| Country | Link |
|---|---|
| CN (1) | CN209818130U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109854325A (en) * | 2019-03-27 | 2019-06-07 | 大连理工大学 | A kind of two-stroke auxiliary brake mechanism |
-
2019
- 2019-03-27 CN CN201920397437.1U patent/CN209818130U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109854325A (en) * | 2019-03-27 | 2019-06-07 | 大连理工大学 | A kind of two-stroke auxiliary brake mechanism |
| CN109854325B (en) * | 2019-03-27 | 2024-01-05 | 大连理工大学 | Two-stroke auxiliary braking mechanism |
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