CN210178433U - Integrated engine braking device - Google Patents
Integrated engine braking device Download PDFInfo
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- CN210178433U CN210178433U CN201920879483.5U CN201920879483U CN210178433U CN 210178433 U CN210178433 U CN 210178433U CN 201920879483 U CN201920879483 U CN 201920879483U CN 210178433 U CN210178433 U CN 210178433U
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- plunger
- rocker arm
- action
- blind hole
- exhaust
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Abstract
The utility model discloses an integrated form engine braking device. One end of the rocker arm is provided with a brake mechanism, a control oil duct is arranged in the rocker arm, and the brake mechanism is controlled to act by matching with a signal of the electromagnetic valve, so that the exhaust valve is controlled to act. The utility model has the advantages that: the brake mechanism has the advantages of simple structure, good rigidity, low cost, small mechanism friction loss, low oil consumption, compact arrangement of the brake mechanism, high integration and low processing and installation difficulty.
Description
Technical Field
The utility model belongs to the technical field of engine brake, a car auxiliary brake device, concretely relates to integrated form engine brake device.
Background
The engine brake device is a vehicle auxiliary brake device, which utilizes the pumping loss of the engine in the process of air intake and exhaust, the compression work consumed by the compression stroke and the mechanical loss in the working process to form the braking action on the driving wheel, the obtained braking power is stable, the engine brake device can be used for reducing and controlling the average driving speed of the vehicle in the long downhill, the overheating and the abrasion of a service brake system caused by long-term continuous working are effectively reduced, the service life of the brake is prolonged, and the driving safety of the vehicle is enhanced.
The engine brake devices commonly used at present are mainly classified into an exhaust type, a leakage type and a compression release type, and among them, the engine compression release type brake device has the best brake performance and generates brake power substantially equivalent to the rated power of the engine during normal driving operation. In the disclosed engine compression-release type brake device structure, the engine exhaust valve is opened near the end of the engine compression stroke, releasing the compressed gas at the compression top dead center. In a valve train assembly used with a compression engine brake assembly, a rocker arm oscillates with a rotating exhaust cam, pressing down on an exhaust valve to open it.
Disclosure of Invention
An object of the utility model is to provide a plunger type rocking arm that is used for engine braking simple structure, compactness, highly integrated.
In order to solve the technical problem, the utility model discloses a following technical scheme realizes:
the utility model discloses an integrated engine brake device, which comprises a rocker arm, wherein one end of the rocker arm is provided with a brake mechanism, and a control oil duct and a rocker arm blind hole are arranged in the rocker arm;
the brake mechanism comprises an adjusting screw, an action plunger which is positioned in the rocker blind hole and can move up and down, a one-way valve seat arranged at the top of the action plunger, and an ejector pin plunger which is positioned in the action plunger and can move up and down in the action plunger; the one-way valve seat is rigidly connected with the action plunger through threads, one side of the action plunger is provided with an action plunger oil duct which is communicated with the control oil duct, and the bottom end of the action plunger is contacted with the secondary valve bridge through a secondary elephant foot connected with the action plunger and used for opening the exhaust valve to exhaust; a blind hole is formed in the thimble plunger, and the bottom of the blind hole is connected with the inner bottom surface of the action plunger through a spring;
a one-way valve is arranged at a through hole at the bottom of the one-way valve seat, and a high-pressure oil cavity can be formed between the top of the blind hole of the rocker arm and the bottom of the one-way valve seat by the switch of the one-way valve.
The end of the rocker arm is connected with the main valve bridge through a spring, and a gap which can be eliminated along with the swing of the rocker arm is arranged between the end of the rocker arm and the main valve bridge.
Preferably, the end part of the rocker arm end for mounting the braking mechanism is also provided with a gap adjusting bolt; the clearance which can be eliminated along with the swinging of the rocker arm is the clearance between the bottom of the clearance adjusting bolt and the main elephant foot; the main elephant foot is connected with the middle part of the main portal bridge; one end of the main valve bridge is connected with a first exhaust valve; the other end is connected with a secondary valve bridge; the secondary valve bridge is connected with the exhaust valve II.
Preferably, the thimble plunger is positioned below the one-way valve seat; the thimble at the top of the thimble plunger can push open the one-way valve at the bottom of the one-way valve seat.
Preferably, the adjusting screw part extends into the blind hole of the rocker arm, and the end part of the extending part is provided with a limiting part for limiting the moving range of the acting plunger; an adjusting nut is sleeved on the adjusting screw outside the blind hole, and the moving range of the action plunger is limited by the top of the rocker blind hole and the bottom of the adjusting screw.
Preferably, the moving range of the thimble plunger is limited by the bottom surface of the one-way valve seat and the inner bottom surface of the action plunger.
Preferably, the other end of the rocker arm is driven by an exhaust cam.
Preferably, the bottom of the rocker arm is provided with a pressing spring, and the pressing spring is in contact with the bottom of the action plunger and is used for resetting the action plunger.
Preferably, the control oil passage is electrified and supplied with oil through an electromagnetic valve.
The utility model has the advantages that: the utility model discloses simple structure, spare part is small in quantity, and the arrestment mechanism part is integrated in a blind hole, has reduced the processing degree of difficulty, has reduced the processing cost. The utility model discloses when non-braking mode, relative stillness between each arrestment mechanism part gains the little effect of mechanism friction loss. The utility model discloses an oil duct control brake mechanism work has reduced the oil consumption of device.
Drawings
Fig. 1 is a schematic sectional view illustrating an integrated engine brake device according to an exemplary embodiment of the present invention in a braking mode.
FIG. 2a is a schematic cross-sectional view of the integrated engine braking device of FIG. 1 during BGR lobe;
FIG. 2b is a schematic cross-sectional view of the integrated engine braking device of FIG. 1 during braking of the exhaust lobe by the exhaust cam;
FIG. 2c is a schematic cross-sectional view of the integrated engine braking device of FIG. 1 during a normal exhaust lobe of the exhaust cam.
Fig. 3 is a schematic cross-sectional view of an integrated engine brake device according to an exemplary embodiment of the present invention in a non-braking mode.
FIG. 4a is a schematic cross-sectional view of the integrated engine braking device of FIG. 3 during BGR lobe;
FIG. 4b is a schematic cross-sectional view of the integrated engine braking device of FIG. 3 during braking of the exhaust lobe by the exhaust cam;
FIG. 4c is a schematic cross-sectional view of the integrated engine braking device of FIG. 3 during a normal exhaust lobe of the exhaust cam.
Fig. 5 is another schematic structural view of a brake mechanism end portion of an integrated engine brake device according to an exemplary embodiment of the present invention.
In the figure: 1-thimble plunger, 2-one-way valve, 3-adjusting nut, 4-adjusting screw, 5-one-way valve seat, 6-rocker arm, 7-roller, 8-exhaust cam, 8a-BGR projection, 8 b-exhaust brake projection, 8 c-normal exhaust projection, 9-control oil channel, 10-action plunger oil channel, 11-spring, 12-action plunger, 13-exhaust valve II, 14-secondary valve bridge, 15-secondary elephant foot, 16-exhaust valve I, 17-main valve bridge, 18-main elephant foot and 19-clearance adjusting bolt.
Detailed Description
The following description will be made in detail with reference to the accompanying drawings, taking a four-stroke engine as an example, but not limiting the invention.
In the integrated engine braking device, a braking mechanism is arranged at one end of a rocker arm 6, a control oil duct 9 is arranged in the rocker arm 6, and the action of the braking mechanism is controlled by matching with a signal of an electromagnetic valve so as to control the action of an exhaust valve.
The specific structure of the braking mechanism is as follows: one end of the rocker arm 6 is provided with an adjusting screw 4 partially extending into a blind hole of the rocker arm, an adjusting nut 3 is sleeved on the adjusting screw 4 outside the blind hole, an action plunger 12 capable of moving up and down is sleeved in the blind hole, the moving range of the action plunger 12 is limited by the top of the blind hole of the rocker arm 6 and the bottom of the adjusting screw 4, and the bottom end of the action plunger 12 is in contact with a secondary valve bridge 14 through a secondary elephant foot 15 connected with the action plunger for opening a secondary exhaust valve 13 for exhausting.
The end part of the rocker arm end for installing the brake mechanism is also provided with a gap adjusting bolt; a gap which can be eliminated along with the swing of the rocker arm is arranged between the bottom of the gap adjusting bolt and the main elephant foot
The specific structure of the action plunger 12 is as follows: the top of the action plunger 12 is provided with a one-way valve seat 5, the one-way valve seat 5 is in rigid connection with the action plunger 12 through threads, an action plunger oil duct 10 arranged on one side of the action plunger 12 is communicated with a control oil duct 9, and the thimble plunger 1 positioned in the action plunger 12 can move up and down in the action plunger 12.
The through hole at the bottom of the one-way valve seat 5 is provided with the one-way valve 2, and a high-pressure oil cavity can be formed between the top of the blind hole of the rocker arm 6 and the bottom of the one-way valve seat 5 by opening and closing the one-way valve 2.
The moving range of the thimble plunger 1 is limited by the bottom surface of the one-way valve seat 5 and the inner bottom surface of the action plunger 12, a blind hole is arranged in the thimble plunger 1, and the bottom of the blind hole is connected with the inner bottom surface of the action plunger 12 through a spring 11.
One end of the rocker arm 6 is driven by an exhaust cam 8, and the exhaust cam 8 is provided with a normal exhaust protrusion 8c, a BGR protrusion 8a and an exhaust brake protrusion 8 b.
The first mode is as follows: engine braking mode
As shown in the initial position of figure 1, the electromagnetic valve is electrified to supply oil to the control oil passage 9, lubricating oil enters the high-pressure oil cavity through the control oil passage 9, the acting plunger oil passage 10 and the check valve 2, the acting plunger 12 moves downwards under the action of oil pressure until the check valve seat 5 is contacted with the bottom of the adjusting screw 4, the tablet spring 20 is jacked open, and at the moment, the secondary elephant foot 15 is just contacted with the top of the secondary valve bridge 14. When the oil pressures inside and outside the high-pressure oil cavity tend to be equal, the one-way valve 2 is closed, the through hole at the bottom of the one-way valve seat 5 is closed, and at the moment, the hydraulic rigid connection is formed between the top of the blind hole of the rocker arm 6 and the bottom of the one-way valve seat 5. At the same time, the thimble plunger 1 moves downward under the oil pressure to contact the bottom of the action plunger 12, and the spring 11 is compressed.
When the exhaust cam 8 rotates until the BGR lobe 8a contacts the roller 7, the rocker arm 6 swings down and the apply plunger 12 moves down, ejecting the secondary valve bridge 14 and hence the second exhaust valve 13, as shown in fig. 2 a. Meanwhile, the gap adjusting bolt 19 moves downwards, and the gap between the bottom of the gap adjusting bolt 19 and the main elephant foot 18 is just eliminated. As the exhaust cam 8 continues to rotate, the apply plunger 12 and the lash adjustment bolt 19 return to the initial position, and the secondary valve bridge 14 and the second exhaust valve 13 return.
When the exhaust cam 8 rotates until the exhaust brake lobe 8b contacts the roller 7, the apply plunger 12 moves downward, ejecting the secondary valve bridge 14 and hence the second exhaust valve 13, as shown in figure 2 b. Meanwhile, the gap adjusting bolt 19 moves downwards, and the gap between the bottom of the gap adjusting bolt 19 and the main elephant foot 18 is just eliminated. As the exhaust cam 8 continues to rotate, the apply plunger 12 and the lash adjustment bolt 19 return to the initial position, and the secondary valve bridge 14 and the second exhaust valve 13 return.
When the exhaust cam 8 rotates until the normal exhaust lobe 8c contacts the roller 7, the rocker arm 6 swings downward, and the apply plunger 12 moves downward, ejecting the secondary valve bridge 14 and hence the second exhaust valve 13, as shown in fig. 2 c. Meanwhile, the gap adjusting bolt 19 moves downwards, and the gap between the bottom of the gap adjusting bolt 19 and the main elephant foot 18 is just eliminated. As the exhaust cam 8 continues to rotate, the lash adjustment bolt 19 continues to move downward, ejecting the main valve bridge 17, the secondary valve bridge 14 returns, and further ejecting the first exhaust valve 16 and the second exhaust valve 13 for normal exhaust. As the exhaust cam 8 continues to rotate, the service plunger 12 and the lash adjustment bolt 19 return to their initial positions, and the main valve bridge 17 and the first exhaust valve 16 return first, and the secondary valve bridge 14 and the second exhaust valve 13 return second. This concludes a braking mode cycle.
And a second mode: engine non-braking mode
As shown in fig. 3, at the initial position, the solenoid valve is de-energized, the control oil passage 9 stops supplying oil, the thimble plunger 1 moves upward under the action of the spring 11, and further jacks the check valve 2, the action plunger 12 moves upward under the action of the tablet spring 20, and the lubricating oil is discharged through the check valve 2, the action plunger oil passage 10 and the control oil passage 9. At this point, the secondary elephant foot 15 forms a gap with the top of the secondary valve bridge 14.
When the exhaust cam 8 rotates until the BGR lobe 8a contacts the roller 7, the rocker arm 6 swings down and the apply plunger 12 moves down, as shown in fig. 4a, and the clearance between the secondary elephant foot 15 and the top of the secondary valve bridge 14 is not eliminated. Meanwhile, the gap adjusting bolt 19 moves downwards, and the gap between the bottom of the gap adjusting bolt 19 and the main elephant foot 18 is just eliminated. As the exhaust cam 8 continues to rotate, the apply plunger 12 and the lash adjustment bolt 19 return to the initial position.
When the exhaust cam 8 rotates until the brake exhaust lobe 8b contacts the roller 7, the rocker arm 6 swings downward and the apply plunger 12 moves downward, as shown in fig. 4b, and the clearance between the secondary elephant foot 15 and the top of the secondary valve bridge 14 is not eliminated. Meanwhile, the gap adjusting bolt 19 moves downwards, and the gap between the bottom of the gap adjusting bolt 19 and the main elephant foot 18 is just eliminated. As the exhaust cam 8 continues to rotate, the apply plunger 12 and the lash adjustment bolt 19 return to the initial position.
When the exhaust cam 8 rotates until the normal exhaust lobe 8c contacts the roller 7, the rocker arm 6 swings downward and the apply plunger 12 moves downward, as shown in figure 4c, and the clearance between the secondary elephant foot 15 and the top of the secondary valve bridge 14 is not eliminated. Meanwhile, the gap adjusting bolt 19 moves downwards, and the gap between the bottom of the gap adjusting bolt 19 and the main elephant foot 18 is just eliminated. As the exhaust cam 8 continues to rotate, the lash adjustment bolt 19 continues to move downward, ejecting the main valve bridge 17, and further ejecting the first exhaust valve 16 and the second exhaust valve 13, for normal exhaust. As the exhaust cam 8 continues to rotate, the apply plunger 12 and the lash adjustment bolt 19 return to the initial position, and the main valve bridge 17, the first exhaust valve 16, and the second exhaust valve 13 return. This concludes a non-braking mode cycle.
Alternatively, another schematic structure of the brake mechanism end of the integrated engine brake device according to an exemplary embodiment of the present invention is shown in fig. 5, in which the gap adjustment bolt 19 is in contact with the main elephant foot 18, and the main throttle bridge 17 is connected to the main elephant foot 18 by a spring.
Finally, it is also noted that the above disclosure is only illustrative of particular embodiments of the invention. All modifications which can be derived or suggested by a person skilled in the art from the disclosure of the invention should be considered as within the scope of the invention.
Claims (8)
1. Integrated form engine braking device, its characterized in that: the hydraulic control device comprises a rocker arm, wherein a brake mechanism is arranged at one end of the rocker arm, and a control oil duct and a rocker arm blind hole are arranged in the rocker arm;
the brake mechanism comprises an adjusting screw, an action plunger which is positioned in the rocker blind hole and can move up and down, a one-way valve seat arranged at the top of the action plunger, and an ejector pin plunger which is positioned in the action plunger and can move up and down in the action plunger; the one-way valve seat is rigidly connected with the action plunger through threads, one side of the action plunger is provided with an action plunger oil duct which is communicated with the control oil duct, and the bottom end of the action plunger is contacted with the secondary valve bridge through a secondary elephant foot connected with the action plunger and used for opening the exhaust valve to exhaust; a blind hole is formed in the thimble plunger, and the bottom of the blind hole is connected with the inner bottom surface of the action plunger through a spring;
a one-way valve is arranged at a through hole at the bottom of the one-way valve seat, and a high-pressure oil cavity can be formed between the top of the blind hole of the rocker arm and the bottom of the one-way valve seat by the switch of the one-way valve;
the end of the rocker arm is connected with the main valve bridge through a spring, and a gap which can be eliminated along with the swing of the rocker arm is arranged between the end of the rocker arm and the main valve bridge.
2. The integrated engine braking device of claim 1, wherein: the end part of the rocker arm end for installing the brake mechanism is also provided with a gap adjusting bolt; the clearance which can be eliminated along with the swinging of the rocker arm is the clearance between the bottom of the clearance adjusting bolt and the main elephant foot; the main elephant foot is connected with the middle part of the main portal bridge; one end of the main valve bridge is connected with a first exhaust valve; the other end is connected with a secondary valve bridge; the secondary valve bridge is connected with the exhaust valve II.
3. The integrated engine braking device according to claim 1 or 2, wherein the thimble plunger is located below the check valve seat; the top of the thimble plunger is provided with a thimble for pushing open the one-way valve at the bottom of the one-way valve seat.
4. The integrated engine brake device according to claim 1 or 2, wherein the adjusting screw portion extends into the blind hole of the rocker arm, and the end of the extending portion is provided with a limiting portion for limiting the moving range of the acting plunger; an adjusting nut is sleeved on the adjusting screw outside the blind hole, and the moving range of the action plunger is limited by the top of the rocker blind hole and the bottom of the adjusting screw.
5. The integrated engine brake device according to claim 1 or 2, wherein the range of movement of the plunger is limited by the bottom surface of the check valve seat and the bottom surface of the inner portion of the service plunger.
6. The integrated engine brake of claim 1 or 2, wherein the other end of the rocker arm is driven by an exhaust cam.
7. The integrated engine brake device according to claim 1 or 2, wherein the rocker arm is provided at a bottom thereof with a leaf spring which is in contact with a bottom of the service plunger for resetting the service plunger.
8. The integrated engine brake device according to claim 1 or 2, wherein the control oil passage is energized by a solenoid valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920879483.5U CN210178433U (en) | 2019-06-12 | 2019-06-12 | Integrated engine braking device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920879483.5U CN210178433U (en) | 2019-06-12 | 2019-06-12 | Integrated engine braking device |
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| CN210178433U true CN210178433U (en) | 2020-03-24 |
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| CN201920879483.5U Active CN210178433U (en) | 2019-06-12 | 2019-06-12 | Integrated engine braking device |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110374712A (en) * | 2019-06-12 | 2019-10-25 | 浙江大学 | Integrated engine braking device and its working method |
| CN114109551A (en) * | 2022-01-25 | 2022-03-01 | 江苏卓联精密机械有限公司 | Special driving cam combined type valve driving device for hydraulic clearance self-adjustment |
| WO2022116377A1 (en) * | 2020-12-02 | 2022-06-09 | 江苏卓联精密机械有限公司 | Self-resetting, single-valve, primary and auxiliary piston hydraulic drive device and method for use in pushrod engine |
| US11377981B2 (en) | 2020-12-02 | 2022-07-05 | Jiangsu Jointek Precision Machinery Co., Ltd | Self-resetting single-valve hydraulic drive device and method based on primary and secondary pistons for push rod engine |
| US11619149B2 (en) | 2021-03-25 | 2023-04-04 | Pacbrake Company | Compact engine brake with pressure-control reset |
-
2019
- 2019-06-12 CN CN201920879483.5U patent/CN210178433U/en active Active
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110374712A (en) * | 2019-06-12 | 2019-10-25 | 浙江大学 | Integrated engine braking device and its working method |
| CN110374712B (en) * | 2019-06-12 | 2024-04-19 | 浙江大学 | Integrated engine braking device and working method thereof |
| WO2022116377A1 (en) * | 2020-12-02 | 2022-06-09 | 江苏卓联精密机械有限公司 | Self-resetting, single-valve, primary and auxiliary piston hydraulic drive device and method for use in pushrod engine |
| US11377981B2 (en) | 2020-12-02 | 2022-07-05 | Jiangsu Jointek Precision Machinery Co., Ltd | Self-resetting single-valve hydraulic drive device and method based on primary and secondary pistons for push rod engine |
| US11619149B2 (en) | 2021-03-25 | 2023-04-04 | Pacbrake Company | Compact engine brake with pressure-control reset |
| CN114109551A (en) * | 2022-01-25 | 2022-03-01 | 江苏卓联精密机械有限公司 | Special driving cam combined type valve driving device for hydraulic clearance self-adjustment |
| CN114109551B (en) * | 2022-01-25 | 2022-04-26 | 江苏卓联精密机械有限公司 | Special driving cam combined type valve driving device for hydraulic clearance self-adjustment |
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