CN211061187U

CN211061187U - Device for applying gas force to engine motion mechanism

Info

Publication number: CN211061187U
Application number: CN201922314413.8U
Authority: CN
Inventors: 崔靖晨; 隆武强; 田华
Original assignee: Dalian University of Technology
Current assignee: Dalian University of Technology
Priority date: 2019-12-20
Filing date: 2019-12-20
Publication date: 2020-07-21
Anticipated expiration: 2029-12-20

Abstract

The utility model provides a device of gaseous power is applyed to engine motion, the device includes: the force transmission piston is connected with the engine motion mechanism directly or through a transmission mechanism; the force adjusting piston and the force transmission piston move in an oil cavity shell in a reciprocating mode at the same time to form a main oil cavity for providing gas force; a piston return spring is arranged on the force adjusting piston and used for providing spring force to keep all transmission components between the force adjusting piston and the force adjusting cam in contact at any time; the oil storage cavity is connected with the main oil cavity through a double oil way which is respectively provided with a control unit and a safety unit; and setting target pressure of the main oil cavity according to different working conditions, and obtaining gas force applied to the engine movement mechanism through the matching control of the force transmission piston, the force adjusting piston, the control unit and the safety unit on the double oil ways. The utility model discloses simple structure can realize exerting gaseous power to being surveyed spare part in spare part test phase, shortens development cycle and drops into.

Description

Device for applying gas force to engine motion mechanism

Technical Field

The utility model relates to an engine field particularly, especially relates to a device of gaseous power is applyed to engine motion.

Background

The application of the new technology of the engine greatly influences the stress condition of a moving mechanism of the engine. For example, in a decompression braking mechanism and a two-stroke braking mechanism, an exhaust valve needs to be opened near a top dead center, the acting force of high-pressure compressed gas in a cylinder on the valve is extremely large, and the acting force changes violently and complexly; if various novel combustion and high-strengthening technologies of the engine are adopted, the acting force of high-pressure gas in the cylinder on the valve actuating mechanism and the connecting rod crankshaft mechanism is extremely large, and the acting force changes violently and complexly. Meanwhile, the light weight technology of the engine requires that the valve train and the connecting rod crankshaft mechanism are designed to be simplified, so that how to ensure the reliability and the service life of the valve train becomes a difficult problem in research and development. At present, when the components are tested in the early development stage of the related motion mechanism, gas force such as in-cylinder pressure cannot be applied to the motion mechanism, the difference between the test result of the components and the test result of the engine is very large, and the performances such as reliability and the like need to be tested and verified on an engine bench, so that the development period of the components is long, and the investment of manpower and material resources is huge. A set of test equipment for applying gas forces such as in-cylinder pressure to an engine movement mechanism is urgently needed to be developed, and the development period and investment are shortened.

SUMMERY OF THE UTILITY MODEL

According to the test defects of the components and parts in the early development stage of the engine movement mechanism, the device for applying the gas force to the engine movement mechanism is provided. The utility model discloses set up the target pressure of main oil pocket according to different work condition, through pass power piston and accent power piston and the cooperation of the control unit and the safety unit on the two oil circuits, it is right the gaseous power that engine motion applied to play real-time regulation and control intracavity pressure and accord with the required gaseous power of test condition, accomplish the test.

The utility model discloses a technical means as follows:

an apparatus for applying a gas force to a moving mechanism of an engine, comprising:

the force transmission piston is provided with at least one force transmission piston and is directly connected with the engine motion mechanism or connected with the engine motion mechanism through a transmission mechanism;

the force adjusting piston is provided with at least one force adjusting piston and is driven directly or through a transmission part through a force adjusting cam; the force adjusting piston and the force transmission piston reciprocate in the oil cavity shell at the same time, and a main oil cavity for providing gas force is formed between the force adjusting piston and the force transmission piston; a piston return spring is arranged on the force adjusting piston and used for providing spring force to keep all transmission components between the force adjusting piston and the force adjusting cam in contact at any time;

the oil storage cavity is connected with the main oil cavity through double oil ways, wherein the first oil way is provided with a control unit, the flow direction of hydraulic oil flowing through the control unit is determined by pressure difference, and the second oil way is provided with a safety unit for ensuring safety by oil drainage;

when the engine is in work, the target pressure of the main oil cavity is set according to different working conditions, and the gas force applied to the engine movement mechanism is obtained through the cooperation of the force transmission piston, the force adjusting piston, the control unit and the safety unit on the double oil ways.

Further, the engine motion mechanism is a valve train and/or a connecting rod crankshaft mechanism.

Further, at least 1 oil source cavity is arranged in the oil storage cavity, when more than 1 oil source cavity is arranged, the first oil path is provided with at least 2 branch oil paths corresponding to the oil source cavities, and correspondingly, the control unit controls the oil paths by adopting a multi-position multi-directional valve or a plurality of electromagnetic valves, so that the real-time pressure of the main oil cavity is adjusted.

Furthermore, the pressure of the oil storage cavity is adjustable, and the difference of target gas force caused by different working conditions is realized by adjusting the pressure of the oil storage cavity and controlling the opening and closing state of the control unit in a matched manner.

Further, the target pressure of the main oil chamber is determined by at least the in-cylinder pressure, the ambient pressure, the area of the force transmission piston, the volume of the main oil chamber, the hydraulic oil characteristics and parameters related to the engine motion mechanism, wherein the parameters related to the engine motion mechanism are determined according to different engine motion mechanisms, and correspondingly, when the engine motion mechanism is a valve mechanism, the parameters related to the engine motion mechanism refer to the area of a valve disc, the area of a valve rod, the pressure of an air passage and the pressure of a valve cover chamber; when the engine motion mechanism is a connecting rod-crankshaft mechanism, the engine motion mechanism related parameters refer to piston area and crankcase pressure.

Furthermore, the molded line of the force adjusting cam is designed according to the target pressure of the main oil cavity, the area of the force transmission piston, the area of the force adjusting piston and the stroke curve of the force transmission piston determined by the engine motion mechanism;

when the target force adjusting cam meets the strength requirement, the target force adjusting cam is adopted as an actual force adjusting cam:

and when the target force adjusting cam does not meet the strength requirement, adopting a cam with the strength requirement and the profile close to that of the target force adjusting cam as an actual force adjusting cam.

Compared with the prior art, the utility model has the advantages of it is following:

the utility model provides a device is as simplifying the part of simulation engine cylinder internal motion, when each part satisfies the design up to standard, and accurate seizure pressure changes, timely response.

Specifically, the utility model discloses a rationalization improvement to current mode of applying the gas force is carried out. Because the actual values such as the engine cylinder pressure are extremely large and change violently and completedly, the gas force acting on the moving part is extremely large and change correspondingly violently and completly, therefore, the existing mode of applying the gas force on the moving part by a cam and a spring only depends on the cam simulation, the cam is required to be provided with a plurality of bulges, each bulge is provided with an extremely steep ascending section and descending section, the cam follower is required to be ensured not to fly off, the strength of each part meets the requirement, and the cam design is difficult to meet the requirement.

The utility model adopts the force transmission piston and the force adjusting piston to carry out hydraulic amplification and is matched with the control unit, thereby reducing the requirements on the ascending speed of the ascending section and the descending speed of the descending section of the force adjusting cam; the control unit is adopted to simulate the change of the applied gas force for many times, so that the number of the bulges on the cam is reduced. Based on the structure, the design difficulty of the force-adjusting cam is reduced, the force-adjusting cam profile meeting the design requirements of strength and the like is very easy to obtain, extreme working conditions are adapted, and acting force which is very close to real gas force can be applied to a moving part.

The utility model provides a device can be under the unchangeable condition of each part hardware condition, according to the settlement of different work condition, only through the pressure in the main oil cavity of the coordinated regulation of the control unit and safety unit to it is right to obtain the gas force that engine motion applied.

Based on the reason, the utility model discloses can need exert gaseous power test stage at engine motion and extensively promote.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive labor.

Fig. 1 is the schematic structural diagram of the device of the present invention for testing the valve train.

Fig. 2 is the schematic structural diagram of the device of the present invention for testing the connecting rod crankshaft mechanism.

Fig. 3 is a schematic diagram of the profile design of the force-adjusting cam under the two-stroke braking condition of the present invention, wherein (a) is a schematic diagram of the exhaust valve lift curve during the two-stroke braking process of the engine; (b) is a corresponding schematic diagram of the gas action force curve in the two-stroke braking process; (c) the outline diagram of the force adjusting cam is shown.

Fig. 4 is a schematic diagram of the profile design of the force-adjusting cam under the working condition of pressure-reducing braking according to the present invention, wherein (a) is a schematic diagram of the lift curve of the pressure-reducing braking exhaust valve; (b) the outline diagram of the force adjusting cam is shown.

Fig. 5 is a schematic diagram of the force-adjusting cam profile design in the driving mode of the connecting rod-crankshaft mechanism according to the present invention, wherein (a) is a schematic diagram of a piston lift curve; (b) is a schematic diagram of a cylinder pressure curve under a corresponding driving mode; (c) the outline diagram of the force adjusting cam is shown.

In the figure: 1. a transmission mechanism; 2. a force transfer piston; 3. a main oil chamber; 4. a force-adjusting piston; 5. a force-adjusting cam; 6. an oil storage chamber; 7. a security unit; 8. a control unit; 9. a piston return spring; 10. a valve train; 11. a connecting rod and crankshaft mechanism.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict. The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.

Unless specifically stated otherwise, the relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present invention. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate. Any specific values in all examples shown and discussed herein are to be construed as exemplary only and not as limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the orientation words such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom", etc. are usually based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and in the case of not making a contrary explanation, these orientation words do not indicate and imply that the device or element in question must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of the present invention: the terms "inner and outer" refer to the inner and outer relative to the profile of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the 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. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

It should be noted that the terms "first", "second", and the like are used to define the components, and are only used for convenience of distinguishing the corresponding components, and if not stated otherwise, the terms have no special meaning, and therefore, the scope of the present invention should not be construed as being limited.

As shown in fig. 1 and 2, the present invention provides a device for applying gas force to an engine motion mechanism, wherein the engine motion mechanism is a valve train and/or a connecting rod crankshaft mechanism, and the gas force may include in-cylinder pressure, air passage pressure, valve cover chamber pressure, crankcase pressure, etc. The gas force type and the calculation formula are different according to different measured engine motion mechanisms.

The utility model discloses the device includes:

the force transmission piston 2 is provided with at least one force transmission piston and is directly connected with the engine motion mechanism or connected with the engine motion mechanism through a transmission mechanism; if the valve train 10 and the connecting rod crankshaft 11 are measured together, two force transmission pistons 2 are needed, or the valve train 10 with two valves and at least two force transmission pistons 2 are needed. The force transmission piston 2 may be a part of an engine moving mechanism, or may be directly pushed by the engine moving mechanism or pushed by a common transmission mechanism such as a rocker arm. As shown in fig. 1, the valve train 10 pushes the force transmission piston 2 through the transmission mechanism 1; as shown in fig. 2, the engine piston is equivalently designed as a force transmission piston 2.

The force adjusting piston 4 is provided with at least one force adjusting piston, a plurality of force adjusting pistons 4 and force adjusting cams 5 can be adopted to provide gas force under the condition that the pressure in the cylinder changes violently or is changed complexly, after the force adjusting pistons 4 and the force transmission pistons 2 are driven by the force adjusting cams 5 directly or through a transmission part, the force adjusting pistons 4 and the force transmission pistons 2 do reciprocating movement in the oil cavity shell at the same time, and a main oil cavity 3 for providing gas force is formed between the force adjusting pistons and the force transmission pistons; a piston return spring 9 is arranged on the force adjusting piston 4 and used for providing spring force to keep all transmission parts between the force adjusting piston 4 and the force adjusting cam 5 in contact at any time; the arrangement of the piston return spring 9 is conventional, and can be arranged in the main oil cavity shell or outside the main oil cavity shell; the molded line of the force adjusting cam 5 is designed according to the target pressure of the main oil cavity 3, the area of the force transmission piston, the area of the force adjusting piston and the stroke curve of the force transmission piston determined by the engine motion mechanism;

The oil storage cavity 6 is connected with the main oil cavity 5 through double oil ways, wherein a control unit 8 is arranged on the first oil way, the control unit 8 is provided with at least one control valve, the control valve is adjusted in real time, the flow direction of hydraulic oil flowing through the control unit 8 is determined by pressure difference, a safety unit 7 used for oil drainage and ensuring safety is arranged on the second oil way, the safety unit 7 is provided with at least one safety valve, the safety valve only quickly releases pressure when the pressure exceeds preset safety pressure, and the preset safety pressure value can be modified under different working conditions to adjust the actual pressure of the main oil cavity 3 to be always within a safety range;

at least 1 oil source cavity is arranged in the oil storage cavity 6, the control unit 8 can be set to be a pressure regulating valve which can be in and out, such as a pressure release valve, oil drainage can be realized, oil can also be supplied to the main oil cavity, and the pressure difference between the main oil cavity 3 and the oil storage cavity 6 determines the oil drainage.

When more than 1 oil source cavity is arranged in the oil storage cavity 6, such as a high-pressure oil source and a low-pressure oil source; the first oil path has at least 2 branch oil paths corresponding to the oil source chamber, and accordingly, the control unit 8 controls the oil path by using a multi-position multi-directional valve or a plurality of electromagnetic valves, such as a two-position three-way valve, a three-position three-way valve, two-position two-way valves, a combination of the two-position two-way valves and a one-way valve, and the like, to adjust the target pressure of the main oil chamber.

The safety unit 7 can be a safety valve which can only be accessed, and is mainly used for quickly discharging the pressure in the surge cavity and controlling the pressure of the whole device within a safety range.

When the engine works, the target pressure of the main oil cavity 3 is set according to different working conditions, and the gas force applied to the engine movement mechanism is obtained through the matching control of the force transmission piston 2, the force adjusting piston 4 and the control valves on the double oil ways.

The target pressure of the main oil cavity 4 is determined by at least the in-cylinder pressure, the ambient pressure, the area of the force transmission piston, the volume of the main oil cavity, the hydraulic oil characteristics and parameters related to the engine motion mechanism, wherein the parameters related to the engine motion mechanism are different according to the engine motion mechanism, and correspondingly, when the engine motion mechanism is a valve actuating mechanism, the parameters related to the engine motion mechanism refer to the area of a valve plate, the area of a valve rod, the pressure of an air passage and the pressure of a valve cover chamber; when the engine motion mechanism is a connecting rod-crankshaft mechanism, the engine motion mechanism related parameters refer to piston area and crankcase pressure. When the valve train is used with the connecting rod crankshaft structure, the pressure influencing factors are correspondingly superposed.

The gas force is equal to the target pressure of the main oil chamber 3 to which the force transmission piston 2 should be subjected, i.e. the product of the target pressure of the main oil chamber 3 and the area of the force transmission piston 2.

The utility model also provides a device application method as foretell to engine motion exerts gaseous power, including following step:

setting a target pressure of a main oil cavity 3 according to a working condition, starting a device, and enabling a force adjusting piston 4 and a force transmission piston 2 to reciprocate in an oil cavity shell to form a preset real-time pressure in the main oil cavity 3;

comparing the target pressure with the real-time pressure, and keeping the control unit 8 closed when the real-time pressure is equal to the target pressure within a preset safety pressure range;

when the real-time pressure is not equal to the target pressure, the real-time pressure in the main oil cavity 3 is adjusted in real time through a control unit 8 on a double oil way connected with the main oil cavity 3 to enable the real-time pressure to be equal to the target pressure;

after the preset safety pressure is exceeded, the safety unit 7 automatically carries out rapid pressure relief.

When the real-time pressure is not equal to the target pressure, the condition adjustment that the target force adjusting cam does not meet the strength requirement and the condition adjustment of small amplitude change of gas force and/or the motion rule of the engine motion mechanism caused by the change of working conditions are included.

Example 1

As shown in fig. 3, (a) in fig. 3 is an exhaust valve lift curve during the engine two-stroke braking. The two-stroke braking mode has two braking cycles within one engine four-stroke cycle. When the engine is operated to the vicinity of the compression top dead center (intake/exhaust top dead center or compression top dead center), the exhaust valve is opened by a small lift to discharge the high-pressure gas in the cylinder. When the piston moves to the position near the bottom dead center, the exhaust valve is opened again for a larger lift, so that more gas enters the cylinder, and the braking power of the engine is increased. Fig. 3 (b) shows a corresponding gas acting force curve during two-stroke braking, which is obtained by means of simulation analysis or experiment. When the engine is at the top dead center (intake and exhaust top dead center or compression top dead center), the pressure in the cylinder is higher, and the gas acting force has great influence on the stress of the valve mechanism. Fig. 3 (c) is a schematic outline diagram of the force-adjusting cam 5 in this condition. The force-adjusting cam 5 and a camshaft of the valve train rotate synchronously, and the pressure in the main oil chamber 3 is consistent with the gas acting force curve in (b) in fig. 3 by reasonably designing the molded line of the force-adjusting cam 5 and controlling the opening and closing state of the control unit 8.

Example 2

As shown in fig. 4, fig. 4 (a) is a decompression braking exhaust valve lift curve, and decompression braking only performs negative work once in one engine four-stroke cycle. When the piston moves to the vicinity of the compression top dead center, the exhaust valve is opened by a small lift to discharge high-pressure gas in the cylinder. And the exhaust valve is normally opened in the subsequent exhaust stroke. Unlike two-stroke braking, the large in-cylinder pressure change during compression-release braking occurs only near compression top dead center during a four-stroke cycle. Fig. 4 (b) is a contour line of the force adjusting cam 5 during the pressure reducing braking, and the force adjusting cam 5 rotates synchronously with the camshaft of the valve train. Similarly, a gas action force curve in the pressure reducing braking process is obtained through means of simulation analysis or experiments, and the pressure in the main oil cavity 3 is consistent with the gas action force curve in the pressure reducing braking process through reasonably designing the contour line of the force adjusting cam 5 and the opening and closing state of the control unit 8.

Example 3

As shown in fig. 5, (a) of fig. 5 is a schematic diagram of a piston lift curve, wherein an engine piston reciprocates twice in one engine cycle. Fig. 5 (b) is a schematic view of an in-cylinder pressure curve obtained by measurement, simulation analysis, or the like. In order to realize the test of the connecting rod crankshaft mechanism, the force transmission piston 2 is connected with an engine connecting rod to obtain the actual motion lift of the piston. The pressure in the main oil cavity 3 is consistent with the pressure curve of the cylinder in the cylinder by reasonably designing the contour line of the force-adjusting cam 5 and controlling the opening and closing state of the control unit 8. Fig. 5 (c) shows the profile of the force-adjusting cam 5.

As can be seen from fig. 3 (b), when the engine is near top dead center (intake/exhaust top dead center or compression top dead center), the in-cylinder pressure rapidly increases and then rapidly decreases. As can be seen from fig. 5 (b), when the engine is near compression top dead center, the in-cylinder pressure rapidly increases and then rapidly decreases. In order to enable the pressure in the main oil cavity 3 to achieve the effect of rapid reduction after rapid increase required by the situations, if only depending on the force adjusting cam 5, the contour line of the force adjusting cam 5 will rise with great acceleration and then fall with great acceleration, so that the stress between each transmission part between the force adjusting cam 5 and the force adjusting piston 4 is great, even flying off occurs, and the design difficulty of the force adjusting cam 5 is great. In order to reduce the design difficulty of the force adjusting cam 5, a force transmission piston and a force adjusting piston are adopted for hydraulic amplification, and the requirements on the rising speed of the rising section and the falling speed of the falling section of the force adjusting cam are reduced. After the hydraulic pressure is amplified, the design of the force adjusting cam still cannot meet the requirements of strength and the like, and the opening and closing state of the control unit 8 can be controlled to enable partial hydraulic oil in the main oil cavity 3 to flow in or out through the control unit 8, so that the pressure in the main oil cavity 3 can achieve the purpose of rapidly increasing or decreasing, and therefore under the combined action of the control unit 8 and the force adjusting cam 5, the pressure in the main oil cavity 3 is consistent with the required gas acting force curves of (b) in fig. 3, fig. 5 and the like.

Except that the opening and closing state of the control unit 8 is required to be controlled to meet the target gas force under the condition that the force adjusting cam does not meet the strength requirement, under the condition that the gas force and/or the motion rule of the engine motion mechanism are changed in a small amplitude due to the change of working conditions, in order to not change the hardware structures of all parts of the device as far as possible, the effect that the real-time gas force is consistent with the target gas force is obtained by controlling the opening and closing state of the control unit 8. For example, under different engine operating conditions, the change conditions of the gas force applied to the moving mechanism and/or the movement law of the moving mechanism are slightly different, so that the force-adjusting cam can be formed into a profile meeting the maximum gas force, and the gas force under other operating conditions can be ensured to meet corresponding requirements in a manner of relieving the pressure of the hydraulic oil in the main oil chamber 3 by controlling the opening and closing state of the control unit 8. Under the condition that only the control unit 8 is controlled and the gas force requirements under other working conditions can not be met, the control unit 8 can be matched in a mode of adjusting the pressure of the oil storage cavity, adopting a plurality of oil sources with different pressures, corresponding control units and the like, and the purpose of obtaining corresponding gas force under different working conditions is achieved together. For example, an overall higher gas force may be achieved by increasing the pressure in the reservoir. Through setting up the oil sources of two different pressures, can be through controlling the connected state of these two oil sources and main oil pocket, obtain the different oil feed/draining speed in main oil pocket, and then obtain different gas power change condition.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.

Claims

1. An apparatus for applying a gas force to a moving mechanism of an engine, comprising:

the oil storage cavity is connected with the main oil cavity through double oil ways, wherein the first oil way is provided with a control unit, the flow direction of hydraulic oil flowing through the control unit is determined by pressure difference, the second oil way is provided with a safety unit for ensuring safety by oil drainage, and the actual pressure of the main oil cavity is adjusted to be always within a safety range;

2. The apparatus for imparting gas force to an engine moving mechanism according to claim 1, wherein the engine moving mechanism is a valve train and/or a connecting rod crank mechanism.

3. The apparatus of claim 1, wherein at least 1 oil source chamber is provided in the oil reservoir chamber, and when more than 1 oil source chamber is provided, the first oil path has at least 2 branch oil paths corresponding to the oil source chambers, and accordingly the control unit controls the oil paths using a multi-position multi-directional valve or a plurality of solenoid valves, thereby achieving real-time pressure adjustment of the main oil chamber.

4. The apparatus of claim 3, wherein the pressure in the oil storage chamber is adjustable, and the difference of the target gas force caused by different working conditions is obtained by adjusting the pressure in the oil storage chamber and controlling the on-off state of the control unit in cooperation with the pressure.

5. The apparatus for applying gas force to an engine moving mechanism according to claim 2, wherein the target pressure of the main oil chamber is determined at least by the in-cylinder pressure, the ambient pressure, the force-transmitting piston area, the main oil chamber volume and hydraulic oil characteristics, and parameters related to the engine moving mechanism, wherein the parameters related to the engine moving mechanism are determined according to the engine moving mechanism, and accordingly, when the engine moving mechanism is a valve actuating mechanism, the parameters related to the engine moving mechanism refer to a valve disc area, a valve stem area, an airway pressure and a valve cover chamber pressure; when the engine motion mechanism is a connecting rod-crankshaft mechanism, the engine motion mechanism related parameters refer to piston area and crankcase pressure.

6. The apparatus for applying a gas force to an engine moving mechanism according to claim 1, wherein a profile of the force adjustment cam is designed according to a target pressure of a main oil chamber, the area of the force transmission piston, the area of the force adjustment piston, and a stroke curve of the force transmission piston determined by the engine moving mechanism;