CN214221286U - Cylinder deactivation mechanism, engine and vehicle - Google Patents
Cylinder deactivation mechanism, engine and vehicle Download PDFInfo
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- CN214221286U CN214221286U CN202022647082.2U CN202022647082U CN214221286U CN 214221286 U CN214221286 U CN 214221286U CN 202022647082 U CN202022647082 U CN 202022647082U CN 214221286 U CN214221286 U CN 214221286U
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Abstract
The utility model discloses a jar mechanism, engine and vehicle stop belongs to mechanical technical field, specifically includes: actuating mechanism and drive mechanism, drive mechanism with actuating mechanism sliding connection still includes: one end of the elastic piece is connected with the transmission mechanism, and the other end of the elastic piece is connected with the valve mechanism; the control device is arranged in the transmission mechanism, and controls the relative position relation between the transmission mechanism and the valve mechanism through the control device so as to control the opening and closing state of the valve mechanism. The control device is used for controlling the relative position relationship between the transmission mechanism and the valve mechanism so as to control the opening and closing state of the valve mechanism, when the cylinder is stopped to work, the control of the valve stopping is realized, and the technical problem of emission deterioration of the cylinder-stopped engine only adopting the oil injection and ignition control mode of the cylinder which stops working is solved.
Description
Technical Field
The utility model belongs to the technical field of machinery, more specifically relates to a jar mechanism, engine and vehicle stop.
Background
Due to the severe situation of energy and environmental problems, engines face a road of pursuing more high efficiency, energy conservation and environmental protection; therefore, a plurality of energy-saving and emission-reducing technologies come into force; the gas distribution mechanism in the engine is the basis for realizing the air exchange process of the engine and ensuring that the work cycle of the heat-power conversion of the internal combustion engine can be carried out repeatedly and continuously, and for the internal combustion engine, the internal combustion engine can operate under the partial load working condition frequently, and the coefficient of residual waste gas is high, so how to improve the combustion working stability of the engine, reduce the pump gas loss during partial load, organize the quick combustion process, and improve the combustion efficiency is very important. Therefore, the variable valve lift technology and the variable displacement technology are developed at the same time, and a smaller valve lift is adopted when the engine is in partial load, so that the air flow speed passing through the valve is increased, the turbulence intensity is increased, the flame propagation speed and the combustion speed are improved, and the rapid combustion process is organized; and when the engine is in high speed and high load, a larger valve lift is adopted to reduce the flow resistance to the maximum extent, improve the charging coefficient and improve the dynamic property of the engine at high speed. In addition, the variable displacement technology can adopt a cylinder deactivation technology to stop part of cylinders when the engine is under a small load, so that pumping loss, heat transfer loss and mechanical loss are reduced, and the comprehensive performance of the engine can be obviously improved.
However, when the engine adopts the cylinder deactivation technology, if only the fuel injection and ignition of the deactivated cylinders are interrupted, the deactivated cylinders still continuously intake and exhaust, which has a very bad negative effect on the engine emissions. At present, most of automobile engines use a three-way catalytic converter to treat exhaust emission, the three-way catalytic converter can simultaneously have good conversion efficiency on three emissions of hydrocarbon, carbon monoxide and nitrogen oxide only when the excess air coefficient is near 1, if a cylinder does not work to continuously intake air, the excess air coefficient in an exhaust pipe of the engine is far larger than 1, the conversion efficiency of the nitrogen oxide in the exhaust is remarkably reduced, and the emission is deteriorated.
Therefore, the existing engine has the technical problems that the mechanism is too complicated, the manufacturing cost is greatly increased, and the emission is deteriorated due to the cylinder deactivation engine which only adopts the mode of interrupting the fuel injection and ignition control of the work stopping cylinder.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a jar mechanism, engine and vehicle of stopping, solve at least and only adopt the oil spout and the ignition control mode's of interrupting the stop work cylinder technical problem that jar engine emission worsens that stops.
In order to achieve the above object, in one aspect, the present invention provides a cylinder deactivation mechanism, including: including actuating mechanism and drive mechanism, drive mechanism with actuating mechanism sliding connection still includes:
one end of the elastic piece is connected with the transmission mechanism, and the other end of the elastic piece is connected with the valve mechanism;
the control device is arranged in the transmission mechanism, and controls the relative position relation between the transmission mechanism and the valve mechanism through the control device so as to control the opening and closing state of the valve mechanism.
Optionally, the transmission mechanism includes a first tappet and a second tappet, the first tappet is connected to the second tappet, the first tappet is slidably connected to the driving mechanism, and a bottom end surface of the second tappet is connected to the elastic member.
Optionally, the control device includes a first driving pin assembly, a second driving pin assembly, a third driving pin assembly, a fourth driving pin assembly and an electromagnetic coil on the first tappet, the first driving pin assembly and the second driving pin assembly are symmetrically disposed on two sides of the second tappet, the third driving pin assembly and the fourth driving pin assembly are symmetrically disposed on two sides of the second tappet, the first driving pin assembly is located above the second driving pin assembly, and the electromagnetic coil is located on an inner surface of the first tappet below the driving mechanism.
Optionally, the control device further includes a fifth driving pin assembly, a sixth driving pin assembly and an electromagnet, which are located on the second tappet, the fifth driving pin assembly and the sixth driving pin assembly are symmetrically disposed on two sides of the second tappet, when the transmission mechanism moves up and down, the fifth driving pin assembly may be respectively communicated with the first driving pin assembly or the third driving pin assembly, and the electromagnet is disposed on an inner surface of the second tappet and disposed opposite to the electromagnetic coil.
Optionally, the first driving pin assembly includes a first pin hole and a first oil passage communicated with the first pin hole, the second driving pin assembly includes a second pin hole and a second oil passage communicated with the second pin hole, the third driving pin hole includes a third pin hole and a third oil passage communicated with the third pin hole, and the fourth driving pin assembly includes a fourth pin hole and a fourth oil passage communicated with the fourth pin hole.
Optionally, the fifth driving pin assembly includes a fifth pin hole, a first driving pin located in the fifth pin hole, and a first spring connected to the first driving pin, and the sixth driving pin assembly includes a sixth pin hole, a second driving pin located in the sixth pin hole, and a second spring connected to the second driving pin, where the first spring and the second spring are disposed opposite to each other, and when the transmission mechanism moves up and down, the first tappet and the second tappet are connected to each other through the first driving pin and the second driving pin.
Optionally, the second tappet is further provided with two sealing rings, and the two sealing rings are respectively located on the second tappet and are arranged at the upper end and the lower end of the control device.
Optionally, the elastic member, the first elastic member and the second elastic member are all return springs.
On the other hand, the novel structure of this implementation still provides an engine, includes the cylinder deactivation mechanism as described above.
In still another aspect, the present embodiment further provides a vehicle including the engine as described above.
The utility model has the advantages that:
the control device is used for controlling the relative position relation between the transmission mechanism and the valve mechanism so as to control the opening and closing state of the valve mechanism, when the cylinder is stopped, the cylinder is stopped in a valve stopping mode, and the exhaust emission of an engine can be reduced without changing an engine treatment system.
Further, through the utility model discloses can reduce engine pumping loss, mechanical loss, improve and aerify efficiency, optimize engine working process, reach energy saving and emission reduction's effect.
Furthermore, the utility model discloses simple structure makes the convenience.
Other features and advantages of the present invention will be described in detail in the detailed description which follows.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent by describing in more detail exemplary embodiments thereof with reference to the attached drawings, in which like reference numerals generally represent like parts throughout the exemplary embodiments of the present invention.
Fig. 1 shows a schematic structural diagram of a cylinder deactivation mechanism of the present invention;
fig. 2 shows a schematic structural diagram of the valve provided by the embodiment of the present invention when normally opened.
In the drawings: 1. a camshaft; 2. a cam; 3. a first tappet; 4. a seal ring; 5. a first pin hole; 6. a first oil passage; 7. a third pin hole; 8. a third oil passage; 10. a second tappet; 11. a fourth oil passage; 12. a fourth pin hole; 13. a second oil passage; 14. a second pin hole; 15. an insulating material; 16. an electromagnet; 17. an electromagnetic coil; valve 19, first spring; 20. a first drive pin; 21. a second spring; 22. a second drive pin; 23. a return spring; 24. a cylinder head; 25. a valve seat; 26. a valve main spring; 26. a valve train spring.
Detailed Description
Preferred embodiments of the present invention will be described in more detail below. While the following describes preferred embodiments of the present invention, it should be understood that the present invention may be embodied in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
The technical problem that the emission of the cylinder deactivation engine is deteriorated by only adopting a mode of interrupting oil injection and ignition of a cylinder which stops working is solved.
The utility model provides a jar mechanism stops, include: actuating mechanism and drive mechanism, drive mechanism with drive structure sliding connection still includes:
one end of the elastic piece is connected with the transmission mechanism, and the other end of the elastic piece is connected with the valve mechanism;
and the motor control device is in transmission connection with the transmission mechanism.
The control device is arranged in the transmission mechanism, and controls the relative position relation between the transmission mechanism and the valve mechanism through the control device so as to control the opening and closing state of the valve mechanism.
It should be noted that the control device controls the relative position relationship between the transmission mechanism and the valve mechanism so as to control the opening and closing state of the valve mechanism, when the cylinder is deactivated, the control of the valve deactivation is realized, and the technical problem of emission deterioration of the cylinder deactivation engine only adopting the mode of interrupting the oil injection of the cylinder which is deactivated and the ignition control is solved.
Specifically, the drive mechanism includes a cam and a camshaft.
Optionally, the transmission mechanism includes a first tappet and a second tappet, the first tappet is connected to the second tappet, the first tappet is slidably connected to the driving mechanism, and a bottom end surface of the second tappet is connected to the elastic member.
It should be noted that the connection mode of the first tappet and the second tappet may be a relative sliding connection, and may also be other connection modes, and the present solution is not limited.
Optionally, the control device includes a first driving pin assembly, a second driving pin assembly, a third driving pin assembly, a fourth driving pin assembly and an electromagnetic coil on the first tappet, the first driving pin assembly and the second driving pin assembly are symmetrically disposed on two sides of the second tappet, the third driving pin assembly and the fourth driving pin assembly are symmetrically disposed on two sides of the second tappet, the first driving pin assembly is located above the second driving pin assembly, and the electromagnetic coil is located on an inner surface of the first tappet below the driving mechanism.
Specifically, an electromagnetic coil mounting groove is formed in the inner surface of the first tappet below the driving mechanism, and the electromagnetic coil is placed in the electromagnetic coil mounting groove.
Specifically, the contact part of the electromagnetic coil and the electromagnetic coil mounting groove is wrapped by an insulating material.
Optionally, the control device further includes a fifth driving pin assembly, a sixth driving pin assembly and an electromagnet, which are located on the second tappet, the fifth driving pin assembly and the sixth driving pin assembly are symmetrically disposed on two sides of the second tappet, when the transmission mechanism moves up and down, the fifth driving pin assembly may be respectively communicated with the first driving pin assembly or the third driving pin assembly, and the electromagnet is disposed on an inner surface of the second tappet and disposed opposite to the electromagnetic coil.
Specifically, an electromagnet mounting groove is formed in the position, opposite to the electromagnetic coil, of the inner surface of the second tappet below the driving mechanism, and the electromagnet is placed in the electromagnet mounting groove.
Specifically, the contact part of the electromagnet and the electromagnet mounting groove is wrapped with an insulating material.
Optionally, the first driving pin assembly includes a first pin hole and a first oil passage communicated with the first pin hole, the second driving pin assembly includes a second pin hole and a second oil passage communicated with the second pin hole, the third driving pin hole includes a third pin hole and a third oil passage communicated with the third pin hole, and the fourth driving pin assembly includes a fourth pin hole and a fourth oil passage communicated with the fourth pin hole.
Optionally, the fifth driving pin assembly includes a fifth pin hole, a first driving pin located in the fifth pin hole, and a first spring connected to the first driving pin, and the sixth driving pin assembly includes a sixth pin hole, a second driving pin located in the sixth pin hole, and a second spring connected to the second driving pin, where the first spring and the second spring are disposed opposite to each other, and when the transmission mechanism moves up and down, the first tappet and the second tappet are connected to each other through the first driving pin and the second driving pin.
Optionally, the second tappet is further provided with two sealing rings, and the two sealing rings are respectively located on the second tappet and arranged at the upper end and the lower end of the control device, so that an oil passage is sealed, and high-pressure oil is prevented from leaking.
Optionally, the elastic member, the first elastic member and the second elastic member are all return springs.
Specifically, a first elastic piece mounting groove is formed in the bottom end of the second tappet, a second elastic piece mounting groove is formed in the position, corresponding to the first elastic piece mounting groove, of the upper end face of the valve mechanism, and two ends of the elastic piece are located in the first elastic piece mounting groove and the second elastic piece mounting groove respectively.
Specifically, the valve mechanism comprises a valve seat, a valve and a cylinder cover, wherein the valve seat is arranged on the cylinder cover, one end of the valve is arranged on the valve seat, and the other end of the valve is matched with a transmission mechanism to control the opening and closing state of the valve.
Specifically, a valve spring seat is arranged on the periphery of the valve, and a valve main spring and a valve auxiliary spring are assembled and connected between the valve spring seat and the cylinder cover.
Specifically, when the camshaft rotates, the first tappet and the second tappet move downwards under the driving of the cam, and the return spring is compressed and drives the valve to open; when the cam moves to the maximum lift and falls back, the second tappet and the first tappet move upwards along with the relative displacement of the cam under the action force of the return spring, and the valve gradually falls back and is closed under the action force of the valve main spring and the valve auxiliary spring.
The utility model also provides an engine, include as above the cylinder deactivation mechanism.
The utility model also provides a vehicle, include as above the engine.
The cylinder deactivation mechanism comprises the following working processes:
when the engine is not stopped and the valve is in a normal opening working condition, the electromagnetic coil is in a power-off state, the first driving pin is located in a third pin hole of the first tappet and a fifth pin hole of the second tappet, the second driving pin is located in a fourth pin hole of the first tappet and a sixth pin hole of the second tappet, the first driving pin and the second driving pin connect the first tappet and the second tappet together, and the bottom end face of the second tappet is just contacted with the top end face of the valve; when the cam shaft rotates, the cam drives the first tappet and the second tappet to move downwards so as to drive the valve to open, and when the cam moves to the maximum lift range and falls back, the first tappet and the second tappet move upwards, and the valve is closed under the action force of the valve spring and the return spring.
When the engine needs to stop the cylinder and the valve is in a non-opening working condition, high-pressure oil is introduced into the third oil duct and the fourth oil duct to drive the first driving pin and the second driving pin to move towards the fifth pin hole and the sixth pin hole of the second tappet, when the first driving pin and the second driving pin completely move to the fifth pin hole and the sixth pin hole of the second tappet, the electromagnetic coil is introduced with forward current to generate attraction force on the electromagnetic coil so as to drive the second tappet to move upwards, when the first driving pin and the second driving pin move to the positions of the first pin hole and the second pin hole, under the action force of the first spring and the second spring, the bottom end face of the second tappet is always not contacted with the top end of the valve in the rotating process of the camshaft, and the valve is not opened, and cylinder deactivation control is realized.
When the engine needs to be switched from a cylinder deactivation working condition to a normal working condition, high-pressure oil is introduced into the first oil duct and the second oil duct to drive the first driving pin and the second driving pin to move towards the fifth pin hole and the sixth pin hole of the second tappet, when the first driving pin and the second driving pin completely move into the fifth pin hole and the sixth pin hole of the second tappet, reverse current is introduced into the electromagnetic coil to generate repulsive force on the electromagnetic coil, so that the second tappet is driven to move downwards, when the first driving pin and the second driving pin move to the third pin hole and the fourth pin hole, under the action force of the first spring and the second spring, parts of the first driving pin and the second driving pin are pushed to enter the third pin hole and the fourth pin hole, the electromagnetic coil is powered off, and the valve enters the opening working condition again to work.
Examples
As shown in fig. 1 and 2, the mechanism includes a cam 2, the cam 2 is slidably connected to a first tappet 3, the first tappet 3 and a second tappet 10 are connected by a first driving pin 20 and a second driving pin 22, in other embodiments, the first tappet and the second tappet may be relatively slidably connected, although other connection manners are also possible, this embodiment is not limited, a return spring 23 is installed between the second tappet 10 and a cylinder head 24, and the return spring 23 has a certain pre-tightening force; in addition, a first pin hole 5, a first oil duct 6, a second pin hole 14, a second oil duct 13, a third oil duct 8, a third pin hole 7, a fourth oil duct 11, a fourth pin hole 12 and an electromagnetic coil mounting groove (not shown in the figure) are arranged on the first tappet 3, the first pin hole 5 is communicated with the first oil duct 6, the second pin hole 14 is communicated with the second oil duct 13, the third pin hole 7 is communicated with the third oil duct 8, and the fourth pin hole 12 is communicated with the fourth oil duct 11; the second tappet 10 is provided with a fifth pin hole (not shown in the figure), a sixth pin hole (not shown in the figure), four sealing rings 4 and an electromagnet mounting groove (not shown in the figure); the first spring 19 and the first driving pin 20 are installed in a fifth pin hole (not shown in the figure) of the second tappet 10, the second spring 21 and the second driving pin 22 are installed in a sixth pin hole (not shown in the figure) of the second tappet 10, the contact part of the electromagnet 16 and the electromagnet installation groove is wrapped with the insulating material 15 and is integrally and fixedly installed in the electromagnet installation groove of the second tappet 10, and the contact part of the electromagnetic coil 17 and the electromagnetic coil installation groove is wrapped with the insulating material 15 and is integrally and fixedly installed in the electromagnetic coil installation groove of the first tappet 3.
The valve mechanism comprises a valve seat 25, a valve 18 and a cylinder cover 24, wherein the valve seat 25 is arranged on the cylinder cover 24, one end of the valve 18 is arranged on the valve seat 25, and the other end of the valve 18 is matched with a transmission mechanism to control the opening and closing state of the valve 18.
Optionally, a valve spring seat is arranged on the periphery of the valve 18, and a valve main spring 26 and a valve auxiliary spring 27 are assembled and connected between the valve spring seat and the cylinder cover 24.
The cylinder deactivation mechanism comprises the following working processes:
when the engine is not stopped and the valve 18 is in a normal opening condition, the electromagnetic coil 17 is in a power-off state, the first drive pin 20 is located in the third pin hole 7 of the first tappet 3 and the fifth pin hole of the second tappet 10, the second drive pin 22 is located in the fourth pin hole 12 of the first tappet 3 and the sixth pin hole of the second tappet 10, the first drive pin 20 and the second drive pin 22 connect the first tappet 3 and the second tappet 10 together, and the bottom end surface of the second tappet 10 just contacts with the top end surface of the valve 18; when the camshaft 1 rotates, the cam 2 drives the first tappet 3 and the second tappet 10 to move downwards, so that the valve 18 is driven to be opened, and when the cam 2 moves to the maximum lift and falls back, the first tappet 3 and the second tappet 10 move upwards, and the valve is closed under the action of the valve spring 26 and the return spring 23.
When the engine needs to be stopped and the valve 18 is in a non-opening working condition, high-pressure oil is introduced into the third oil passage 8 and the fourth oil passage 11 to drive the first driving pin 20 and the second driving pin 22 to move into the fifth pin hole and the sixth pin hole of the second tappet 10, when the first driving pin 20 and the second driving pin 22 completely move to the fifth pin hole and the sixth pin hole of the second tappet 10, the electromagnetic coil 17 is introduced with forward current to generate attraction force on the electromagnet 16 so as to drive the second tappet 10 to move upwards, when the first driving pin 20 and the second driving pin 22 move to the positions of the first pin hole 5 and the second pin hole 14, under the action force of the first spring 19 and the second spring 21, the parts of the first driving pin 20 and the second driving pin 22 are pushed into the first pin hole 5 and the second pin hole 14, and simultaneously the electromagnetic coil 17 is powered off, in this state, during the rotation of the camshaft 1, the bottom end surface of the second tappet 10 is always not contacted with the top end of the valve 18, and the valve 18 is not opened, so that cylinder deactivation control is realized.
When the engine needs to be switched from the cylinder deactivation working condition to the normal working condition, high-pressure oil is introduced into the first oil duct 6 and the second oil duct 13 to drive the first driving pin 20 and the second driving pin 22 to move towards the fifth pin hole and the sixth pin hole of the second tappet 10, when the first drive pin 20 and the second drive pin 22 are completely moved into the fifth pin hole and the sixth pin hole of the second tappet 10, the electromagnetic coil 17 is energized with a reverse current, generates repulsive force to the electromagnet 16, thereby driving the second tappet 10 to move downwards, and when the first and second driving pins 20 and 22 move to the positions of the third and fourth pin holes 7 and 12, under the action of the first spring 19 and the second spring 21, parts of the first driving pin 20 and the second driving pin 22 are pushed into the third pin hole 7 and the fourth pin hole 12, meanwhile, the electromagnetic coil 17 is powered off, and the valve 18 is put into the open working condition again.
While various embodiments of the present invention have been described above, the above description is intended to be illustrative, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.
Claims (10)
1. The utility model provides a cylinder deactivation mechanism, includes actuating mechanism and drive mechanism, drive mechanism with actuating mechanism sliding connection, its characterized in that still includes:
one end of the elastic piece is connected with the transmission mechanism, and the other end of the elastic piece is connected with the valve mechanism;
the control device is arranged in the transmission mechanism, and controls the relative position relation between the transmission mechanism and the valve mechanism through the control device so as to control the opening and closing state of the valve mechanism.
2. The cylinder deactivation mechanism of claim 1 wherein said transmission mechanism includes a first tappet and a second tappet, said first tappet being connected to said driving mechanism, said first tappet being slidably connected to said driving mechanism, said bottom end surface of said second tappet being connected to said elastic member.
3. The cylinder deactivation mechanism of claim 2 wherein said control device includes a first drive pin assembly, a second drive pin assembly, a third drive pin assembly, a fourth drive pin assembly and a solenoid coil positioned on said first lifter, said first and second drive pin assemblies being symmetrically disposed on opposite sides of said second lifter, said third and fourth drive pin assemblies being symmetrically disposed on opposite sides of said second lifter, said first drive pin assembly being positioned above said second drive pin assembly, said solenoid coil being positioned on an inner surface of said first lifter below said drive mechanism.
4. The cylinder deactivation mechanism as claimed in claim 3, wherein the control device further includes a fifth driving pin assembly, a sixth driving pin assembly and an electromagnet, the fifth driving pin assembly and the sixth driving pin assembly are symmetrically disposed on two sides of the second tappet, when the transmission mechanism moves up and down, the fifth driving pin assembly is respectively communicated with the first driving pin assembly or the third driving pin assembly, and the electromagnet is disposed on an inner surface of the second tappet and opposite to the electromagnet.
5. The cylinder deactivation mechanism as recited in claim 4, wherein said first drive pin assembly includes a first pin bore and a first oil passage in communication with said first pin bore, said second drive pin assembly includes a second pin bore and a second oil passage in communication with said second pin bore, said third drive pin bore includes a third pin bore and a third oil passage in communication with said third pin bore, and said fourth drive pin assembly includes a fourth pin bore and a fourth oil passage in communication with said fourth pin bore.
6. The cylinder deactivation mechanism as set forth in claim 5 wherein said fifth drive pin assembly includes a fifth pin hole, a first drive pin disposed in said fifth pin hole and a first spring coupled to said first drive pin, said sixth drive pin assembly includes a sixth pin hole, a second drive pin disposed in said sixth pin hole and a second spring coupled to said second drive pin, said first and second springs being disposed in opposition, said first and second lifters being coupled by said first and second drive pins as said transmission moves up and down.
7. The cylinder deactivation mechanism of claim 5, wherein two sealing rings are further disposed on the second tappet, and the two sealing rings are respectively disposed on the second tappet and disposed at upper and lower ends of the control device.
8. The cylinder deactivation mechanism of claim 6 wherein said resilient member, said first spring and said second spring are return springs.
9. An engine comprising a cylinder deactivation mechanism according to any one of claims 1 to 8.
10. A vehicle comprising the engine of claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022647082.2U CN214221286U (en) | 2020-11-16 | 2020-11-16 | Cylinder deactivation mechanism, engine and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022647082.2U CN214221286U (en) | 2020-11-16 | 2020-11-16 | Cylinder deactivation mechanism, engine and vehicle |
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| Publication Number | Publication Date |
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| CN214221286U true CN214221286U (en) | 2021-09-17 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114622964A (en) * | 2022-03-11 | 2022-06-14 | 潍柴动力股份有限公司 | Be used in valve stem structure, engine and vehicle on cylinder body |
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2020
- 2020-11-16 CN CN202022647082.2U patent/CN214221286U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114622964A (en) * | 2022-03-11 | 2022-06-14 | 潍柴动力股份有限公司 | Be used in valve stem structure, engine and vehicle on cylinder body |
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