CN210919295U - Fuel injection advance angle adjusting device of engine - Google Patents
Fuel injection advance angle adjusting device of engine Download PDFInfo
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- CN210919295U CN210919295U CN201921637807.0U CN201921637807U CN210919295U CN 210919295 U CN210919295 U CN 210919295U CN 201921637807 U CN201921637807 U CN 201921637807U CN 210919295 U CN210919295 U CN 210919295U
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Abstract
The utility model discloses an engine oil injection advance angle adjusting device, which comprises a valve body component, a connecting shaft, a driving shaft sleeve, a swing arm-connecting rod mechanism and a linear driving mechanism; the connecting shaft is fixedly connected with one end of a camshaft of the fuel injection pump, one end of the driving shaft sleeve is sleeved outside the connecting shaft, the other end of the driving shaft sleeve is slidably and rotatably arranged in the valve body assembly, and a helical gear transmission pair or a helical spline transmission pair is arranged between the driving shaft sleeve and the connecting shaft; the swing arm-connecting rod mechanism is used for indirectly controlling the driving shaft sleeve to move axially; the linear driving mechanism is used for providing thrust for the swing arm-connecting rod mechanism. The utility model discloses can adjust the burning characteristic that the oil spout advance angle changed the engine under different work condition, make the engine all can satisfy the emission demand under different work condition.
Description
Technical Field
The utility model belongs to the technical field of engine fuel supply system, especially, relate to an engine oil spout advance angle adjusting device.
Background
The traditional diesel engine oil injection system adopts a mechanical oil injection pump to inject oil, the oil injection time is determined by the shape of a cam on a cam shaft of the oil injection pump, a crankshaft gear is in meshing transmission with a cam shaft gear, and the cam shaft is provided with a cam, so that the crankshaft gear and the cam keep a strict linkage relation, and the oil injection pump is ensured to start oil injection strictly according to the corner position of a crankshaft.
The diesel engine corresponds to an optimal fuel injection advance angle under different working conditions, and in order to enable the performance index of the engine to be optimal, the fuel supply timing of the engine is expected to be adjusted according to the working condition of the engine.
In view of this, it is needed to improve the prior art, and a technical scheme is proposed to change the combustion characteristics of the engine by adjusting the advance angle of fuel injection under different working conditions, so that the engine can meet the emission requirements under different working conditions.
SUMMERY OF THE UTILITY MODEL
The utility model aims at overcoming the not enough that exists among the above-mentioned prior art, the utility model provides a technical problem is, has provided an engine oil spout advance angle adjusting device, can adjust the combustion characteristic that the oil spout advance angle changes the engine under the different work condition, makes the engine all can satisfy the emission demand under different work condition.
The utility model provides a technical scheme that above-mentioned technical problem adopted is: an engine fuel injection advance angle adjusting device comprises:
a valve body assembly fixedly connected with the engine body of the engine,
the connecting shaft is fixedly connected with one end of a fuel injection pump cam shaft of the engine;
one end of the driving shaft sleeve is sleeved outside the connecting shaft, the other end of the driving shaft sleeve is slidably and rotatably installed in the valve body assembly, and a helical gear transmission pair or a helical spline transmission pair is arranged between the driving shaft sleeve and the connecting shaft;
the swing arm-connecting rod mechanism is used for indirectly controlling the driving shaft sleeve to move axially;
the linear driving mechanism is used for providing thrust for the swing arm-connecting rod mechanism.
Further, the bevel gear transmission pair comprises an outer bevel gear arranged on the connecting shaft and an inner bevel gear arranged in the driving shaft sleeve and used for inner meshing transmission with the outer bevel gear;
the spiral spline transmission pair comprises an outer spiral spline arranged on the connecting shaft and an inner spiral spline which is arranged in the driving shaft sleeve and matched with the spiral spline.
Further, the valve body assembly comprises a valve body fixedly connected with the machine body, a valve seat arranged in the valve body in a sliding manner, and a valve core arranged in the valve seat in a sliding manner; one end of the valve seat is connected with the driving shaft sleeve.
Further, the swing arm-link mechanism comprises a mounting frame fixed with the valve body, a rotating shaft rotatably mounted on the mounting frame, and a torsion spring sleeved outside the rotating shaft and used for resetting the rotating shaft;
a first swing arm and at least one second swing arm are mounted on the rotating shaft, a connecting rod is hinged to the first swing arm, and one end of the connecting rod is connected with the valve core;
the linear driving mechanism is used for providing thrust for the second swing arm.
Further, the mounting frame is provided with a limiting screw for limiting the first swing arm and the second swing arm.
Further, the linear driving mechanism comprises a linear motor installed on the installation frame, and one second swing arm is installed on the rotating shaft.
Further, the linear driving mechanism comprises a first air cylinder, a second air cylinder, a first electromagnetic valve for controlling the first air cylinder and a second electromagnetic valve for controlling the second air cylinder, wherein the first air cylinder and the second air cylinder are mounted on the mounting frame; the rotating shaft is provided with two second swing arms, and the two second swing arms correspond to the first air cylinders and the second air cylinders one to one.
Furthermore, the power output ends of the first cylinder and the second cylinder are provided with adjusting bolts.
Further, the strokes of the first cylinder and the second cylinder are the same, and the setting positions are different; or the first cylinder and the second cylinder are arranged at the same position and have different strokes.
Further, a position sensor is arranged on the valve body or the mounting rack.
After the technical scheme is adopted, the beneficial effects of the utility model are that:
the utility model discloses an engine oil injection advance angle adjusting device, including valve body subassembly, connecting axle, driving shaft sleeve, swing arm-link mechanism and linear drive mechanism, the connecting axle is fixedly connected with one end of the injection pump camshaft, one end cover of driving shaft sleeve is established outside the connecting axle, the other end slides and rotates and installs in the valve body subassembly, and driving shaft sleeve and said connecting axle between have helical gear drive pair or helical spline drive pair; the swing arm-connecting rod mechanism is used for indirectly controlling the driving shaft sleeve to move axially; the linear driving mechanism is used for providing thrust for the swing arm-connecting rod mechanism.
Under different working conditions, the swing arm-connecting rod mechanism indirectly (by using oil pressure) controls the driving shaft sleeve to move axially under the driving of the linear driving mechanism, and due to the particularity of the helical gear transmission pair and the helical spline transmission pair, the driving shaft sleeve can force the connecting shaft and the fuel injection pump camshaft to rotate at a certain angle in the axial movement process, so that the relative position of the crankshaft and the fuel injection pump camshaft is changed, the adjustment of the fuel injection advance angle is realized, the combustion characteristic of the engine is changed, and the engine can meet the emission requirements under different working conditions.
To sum up, the utility model discloses can adjust the combustion characteristic that the oil spout advance angle changed the engine under different work condition, make the engine all can satisfy the emission demand under different work condition.
Drawings
FIG. 1 is a front view of the fuel injection advance angle adjusting device of the engine of the present invention;
FIG. 2 is a top view of the fuel injection advance angle adjusting device of the engine of the present invention;
FIG. 3 is a schematic view of a part of the structure of the fuel injection advance angle adjusting device of the engine of the present invention;
FIG. 4 is a schematic view showing a connection structure of the connection shaft, the driving sleeve and the valve body in FIG. 3;
FIG. 5 is a cross-sectional view of FIG. 4;
FIG. 6 is an enlarged view of the structure at A in FIG. 5;
FIG. 7 is an exploded view of FIG. 4;
FIG. 8 is a schematic view of the connection structure of the rotating shaft, the torsion spring, the first swing arm and the second swing arm;
FIG. 9 is a reference view of the swing arm-linkage mechanism and the linear drive mechanism in a first state of engagement;
FIG. 10 is a front view of FIG. 9;
FIG. 11 is an enlarged view of the structure at E1 in FIG. 10;
FIG. 12 is a reference view of the swing arm-linkage mechanism and the linear drive mechanism in a second state of engagement;
FIG. 13 is an enlarged view of the structure at E2 in FIG. 12;
FIG. 14 is a front view of FIG. 12;
FIG. 15 is an enlarged view of the structure at E3 in FIG. 14;
FIG. 16 is a reference view of the swing arm-linkage mechanism and the linear drive mechanism in a third state of engagement;
FIG. 17 is a front view of FIG. 16;
in the figure: 1-valve body assembly, 11-valve body, 111-oil chamber, 12-valve seat, 13-valve core, 14-oil chamber, 15-oil chamber, 16-shaft sleeve oil chamber, 2-connecting shaft, 21-external helical gear, 3-fuel injection pump camshaft, 4-driving shaft sleeve, 41-internal helical gear, 42-linear bearing, 5-swing arm-connecting rod mechanism, 51-mounting frame, 52-rotating shaft, 53-torsion spring, 54-first swing arm, 55-second swing arm, 56-connecting rod, 57-limit screw, 6-linear driving mechanism, 61-first air cylinder, 62-second air cylinder and 63-adjusting bolt.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for simplicity of description only and are not intended to limit the invention.
As shown in fig. 1 and 6, an engine fuel injection advance angle adjusting device includes: the valve body assembly comprises a valve body assembly 1, a connecting shaft 2, a driving shaft sleeve 4 (a split structure, which is formed by two parts of a mounting part and a meshing transmission part), a swing arm-connecting rod mechanism 5 and a linear driving mechanism 6. The valve body assembly 1 is fixedly connected with the engine body of the engine; the connecting shaft 2 is fixedly connected with one end of an oil injection pump camshaft 3 of an engine or is designed into an integral structure; one end of the driving shaft sleeve 4 is sleeved outside the connecting shaft 2, the other end of the driving shaft sleeve is arranged in the valve body assembly 1 in a sliding and rotating mode through the linear bearing 42, and a helical gear transmission pair or a helical spline transmission pair is arranged between the driving shaft sleeve 4 and the connecting shaft 2; the swing arm-link mechanism 5 is used for indirectly (not directly contacting with the oil pressure) controlling the driving shaft sleeve 4 to move axially; the linear driving mechanism 6 is used for providing thrust for the swing arm-link mechanism 5.
As shown in fig. 7, the present embodiment employs a helical gear transmission pair including an outer helical gear 21 provided on the connecting shaft 2, and inner helical teeth 41 provided in the drive sleeve 4 for internal meshing transmission with the outer helical gear 21. Also can adopt the spiral spline to transmit vice, the spiral spline transmits vice including setting up the external helical spline on connecting axle 2, and set up in driving axle sleeve 4 and with the internal helical spline of spiral spline looks adaptation.
In this embodiment, the valve body assembly 1 includes a valve body 11 fixedly connected to the machine body, a valve seat 12 slidably disposed in the valve body 11, and a valve core 13 slidably disposed in the valve seat 12; an oil cavity 111 is formed between the valve seat 12 and the valve body 1, an oil duct 15 communicated with a shaft sleeve oil cavity 16 of the driving shaft sleeve 4 is arranged in the valve seat 12, and an oil inlet and an oil outlet communicated with the oil duct 15 are arranged on the valve seat 12; the valve core 13 can slide axially in the valve seat 12 to close the oil inlet or the oil outlet, and the oil pressure of the shaft sleeve oil cavity 16 is changed, so that a pressure difference exists between the oil cavity 111 and the shaft sleeve oil cavity 16, and the axial movement (left and right) of the driving shaft sleeve 4 is realized.
The construction and operation of the valve body assembly 1 and the drive sleeve 4 are well known to those skilled in the art and will only be briefly described herein.
As shown in fig. 1, 6, 8 and 9, the swing arm-link mechanism 5 (the rotation movement becomes the linear movement) includes a mounting bracket 51 fixed to the valve seat 1, a rotating shaft 52 rotatably mounted on the mounting bracket 51, and a torsion spring 53 sleeved outside the rotating shaft 52 for restoring the same; the rotating shaft 52 is provided with a first swing arm 54 and at least one second swing arm 55, the first swing arm 54 is hinged with a connecting rod 56, and one end of the connecting rod 56 is connected with the valve core 13. The mounting bracket 51 is provided with a limit screw 58 (see fig. 11 and 16) for limiting the first swing arm 54 and the second swing arm 55, and the adjustment of the swing amplitude can be realized by adjusting the limit screw 58. When the first swing arm 54 and the second swing arm 55 swing with the rotating shaft 52 as a rotating shaft, the valve core 13 is axially moved in the valve seat 12 by the connecting rod 56, and the oil inlet or the oil outlet is closed; thereby indirectly controlling the driving shaft sleeve 4 to move axially.
The following briefly describes the indirect control process:
under the pushing of the linear driving mechanism 6, the first swing arm 54 swings, and the connecting rod 56 drives the valve core 13 (the valve seat 12 limits the movement of the valve core so that the valve core can only move axially) to move leftwards, the oil inlet is closed, the oil outlet is opened, oil in the shaft sleeve oil cavity 18 flows out from the oil outlet through the oil passage 15, the pressure of the oil cavity 111 is greater than that of the shaft sleeve oil cavity 16, and the shaft sleeve 4 is driven to move leftwards; when the torsion spring 53 is reset, the first swing arm 54 swings back, the connecting rod 56 drives the valve core 13 to move rightwards, the oil outlet is closed, the oil inlet is opened, oil flows into the shaft sleeve oil cavity 16 from the oil inlet through the oil passage 15, the pressure of the oil cavity 111 is smaller than that of the shaft sleeve oil cavity 16, and the shaft sleeve 4 is driven to move rightwards.
As shown collectively in fig. 8 and 9, in the present embodiment, the linear drive mechanism 6 includes a first cylinder 61 (linear cylinder), a second cylinder 62 (linear cylinder), a first solenoid valve for controlling the first cylinder 61, and a second solenoid valve for controlling the second cylinder 62, which are mounted on the mounting frame 51; correspondingly, two second swing arms 55 are mounted on the rotating shaft 52, and the two second swing arms 55 correspond to the first air cylinders 61 and the second air cylinders 62 one by one. Also, the power output ends of the first cylinder 61 and the second cylinder 62 are each provided with an adjusting bolt 63 for achieving fine adjustment (see fig. 13).
The strokes of the first cylinder 61 and the second cylinder 62 are the same, and the setting positions are different; alternatively, the first cylinder 61 and the second cylinder 62 are arranged at the same position and have different strokes; even if the strokes of the first cylinder 61 and the second cylinder 62 are different, the setting positions are different; as long as a scheme of three position states can be implemented.
In order to detect whether the spool 13 or the first swing arm 54 moves to the safety position, a position sensor (not shown) is provided on the valve body 11 or the mounting bracket 51.
In order to simplify the structure, the linear driving mechanism 6 may be replaced by a linear motor mounted on the mounting frame 51, and the linear motor is controlled to realize three position states by outputting a PWM control signal, and only one second swing arm 55 needs to be mounted on the rotating shaft 52.
As shown collectively in fig. 9 to 17, the implementation of the above-described scheme can be performed by a matching control system and a corresponding control method:
and S1, whether the VIT (Variable Injection Timing adjusts the fuel Injection advance angle at different time so as to achieve the purpose of changing emission performance) function is activated, if so, the next step is carried out, otherwise, the operation is finished.
S2, judging whether the host load is effective, if so, carrying out the next step; otherwise, go to step 4.
S3, judging whether the load of the host is less than 80%, and if the load of the host is less than 80%, performing the step 5; otherwise, go to step 4.
S4, VIT state is Save (the state shown in fig. 9 and 10, the first electromagnetic valve, the first cylinder 61, the second electromagnetic valve, the second cylinder 62 are not operated), at the same time, the timer T1 starts timing, if the feedback signal of the safety position (position sensor) is not received after T1 time, the alarm and load reduction signal is output.
S5, determining whether the load is less than 45%, if so, the VIT state is Early (in the states shown in fig. 12 and 14, the first solenoid valve, the first cylinder 61, the second solenoid valve, and the second cylinder 62 are all actuated); otherwise, the state VIT is Late (the state shown in fig. 16 and 17, the first solenoid valve and the first cylinder 61 are activated, and the second solenoid valve and the second cylinder 62 are deactivated).
Under different working conditions, the swing arm-connecting rod mechanism 5 indirectly controls the driving shaft sleeve 4 to axially move under the driving of the linear driving mechanism 6, and due to the particularity of the helical gear transmission pair and the helical spline transmission pair, the driving shaft sleeve 2 can force the connecting shaft 2 and the fuel injection pump camshaft 3 to rotate at a certain angle in the axial movement process, so that the relative position of the crankshaft and the fuel injection pump camshaft 3 is changed, the adjustment of the fuel injection advance angle is realized, the combustion characteristic of the engine is changed, and the engine can meet the emission requirements under different working conditions.
To sum up, the utility model discloses can adjust the combustion characteristic that the oil spout advance angle changed the engine under different work condition, make the engine all can satisfy the emission demand under different work condition.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, many variations and modifications can be made without departing from the design principle of the present invention, and these should also be considered as belonging to the protection scope of the present invention.
Claims (10)
1. An engine fuel injection advance angle adjusting device is characterized by comprising:
a valve body assembly fixedly connected with the engine body of the engine,
the connecting shaft is fixedly connected with one end of a fuel injection pump cam shaft of the engine;
one end of the driving shaft sleeve is sleeved outside the connecting shaft, the other end of the driving shaft sleeve is slidably and rotatably installed in the valve body assembly, and a helical gear transmission pair or a helical spline transmission pair is arranged between the driving shaft sleeve and the connecting shaft;
the swing arm-connecting rod mechanism is used for indirectly controlling the driving shaft sleeve to move axially;
the linear driving mechanism is used for providing thrust for the swing arm-connecting rod mechanism.
2. The engine fuel injection advance angle adjusting device of claim 1, wherein the helical gear transmission pair comprises an outer helical gear arranged on the connecting shaft and an inner helical gear arranged in the driving shaft sleeve and used for inner meshing transmission with the outer helical gear;
the spiral spline transmission pair comprises an outer spiral spline arranged on the connecting shaft and an inner spiral spline which is arranged in the driving shaft sleeve and matched with the spiral spline.
3. The engine fuel injection advance angle adjusting device of claim 1, characterized in that the valve body assembly comprises a valve body fixedly connected with the engine body, a valve seat slidably arranged in the valve body, and a valve core slidably arranged in the valve seat; one end of the valve seat is connected with the driving shaft sleeve.
4. The engine fuel injection advance angle adjusting device according to claim 3, wherein the swing arm-link mechanism comprises a mounting frame fixed with the valve body, a rotating shaft rotatably mounted on the mounting frame, and a torsion spring sleeved outside the rotating shaft for resetting the rotating shaft;
a first swing arm and at least one second swing arm are mounted on the rotating shaft, a connecting rod is hinged to the first swing arm, and one end of the connecting rod is connected with the valve core;
the linear driving mechanism is used for providing thrust for the second swing arm.
5. The engine oil injection advance angle adjusting device according to claim 4, wherein a limiting screw for limiting the first swing arm and the second swing arm is arranged on the mounting frame.
6. The engine fuel injection advance angle adjusting device of claim 4, characterized in that the linear driving mechanism comprises a linear motor mounted on the mounting frame, and one of the second swing arms is mounted on the rotating shaft.
7. The engine fuel injection advance angle adjusting apparatus of claim 4, wherein the linear driving mechanism includes a first cylinder, a second cylinder, a first solenoid valve for controlling the first cylinder, and a second solenoid valve for controlling the second cylinder, which are mounted on the mounting bracket; the rotating shaft is provided with two second swing arms, and the two second swing arms correspond to the first air cylinders and the second air cylinders one to one.
8. The engine fuel injection advance angle adjusting device according to claim 7, characterized in that the power output ends of the first cylinder and the second cylinder are provided with adjusting bolts.
9. The engine fuel injection advance angle adjusting apparatus according to claim 7, wherein the strokes of the first cylinder and the second cylinder are the same, and the setting positions are different; or the first cylinder and the second cylinder are arranged at the same position and have different strokes.
10. The engine fuel injection advance angle adjusting device of claim 4, characterized in that a position sensor is arranged on the valve body or the mounting frame.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921637807.0U CN210919295U (en) | 2019-09-28 | 2019-09-28 | Fuel injection advance angle adjusting device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921637807.0U CN210919295U (en) | 2019-09-28 | 2019-09-28 | Fuel injection advance angle adjusting device of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210919295U true CN210919295U (en) | 2020-07-03 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921637807.0U Active CN210919295U (en) | 2019-09-28 | 2019-09-28 | Fuel injection advance angle adjusting device of engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210919295U (en) |
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2019
- 2019-09-28 CN CN201921637807.0U patent/CN210919295U/en active Active
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