WO2003008769A1

WO2003008769A1 - A flexible control device for time-section factor

Info

Publication number: WO2003008769A1
Application number: PCT/CN2002/000504
Authority: WO
Inventors: Guofeng Deng
Original assignee: Guofeng Deng
Priority date: 2001-07-18
Filing date: 2002-07-18
Publication date: 2003-01-30
Also published as: CN1397719A; EA005445B1; EP1422386A9; EA200400493A1; EP1422386A1; US20040261740A1

Abstract

The present invention relates to a flexible control device for the time-section factor of the valve open/closure. Said device comprises a throttle, a control assembly for the throttle and a driving mechanism for the throttle, all of which are provided in the intake or exhaust system. The throttle is provided in a space, which is formed by the valve, the valve seat and the fluid passage in a cover. The axis of the throttle is parallel to or concentric with the axis of the valve guide pipe. The work section area of the fluid passage, the work phrase and work time and raising stroke for the valve periodic open/closure, and the swirl strength of the fluid can be controlled by the relative movement between the valve and the throttle. Said device can make an improvement in fuel consumption, noise control, emission, and it can also be convenient for the direct use of EGR.

Description

W Flexible time section control device Technical field of the invention

The present invention relates to the field of fluid throttling control, and in particular to valve type (herein, "valve" and "valve" are the same concept, the same applies hereinafter). Intake and exhaust systems of internal combustion engines ("intake and exhaust valves" and "herein" The “throttle valve” is the same concept, and the same applies hereinafter), the pump and valve in the fuel supply system, and the flexible time section control device for other types of valves (the time section in the present invention is defined as:

, / Is the cross-sectional area of the fluid channel, is a time differential element, and "flexible" means continuously variable), which performs flexible control of the effective phase, working time, effective lift, and fluid vortex intensity of the valve operation of the engine, which enables the engine to obtain Optimal performance indicators. BACKGROUND OF THE INVENTION

At present, fixed valve timing, phase and lift are mostly used in valve control mechanisms of internal combustion engines, and the determination of the corresponding cam profile parameters usually adopts a compromise design scheme. It only represents the optimization schemes at some specific limited operating conditions, and most motors must work in a wide range of speed and load, so it is impossible to take into account the comprehensive performance indicators of the global operating conditions, leading to the existence of internal combustion engines It has many problems such as poor economic performance and dynamic performance, low temperature starting, which is greatly affected by temperature, severe exhaust gas pollution to the environment, and poor combustion during acceleration. In many experimental research work, in addition to optimizing the geometric parameters of the intake and exhaust channels and the ventilation mechanism, using 4-valve technology, rationally positioning the valve positions, and optimizing the structure of the combustion chamber, etc., Changing lift to improve performance is an important way.

In Chinese and foreign patent documents, there are many examples of changing one or all of the valve phase, working time, and lift, including mechanical driving, electromagnetic driving, hydraulic driving, and other hybrid methods. Compared with the traditional valve setting, the variable valve timing (VVT) mechanism has obvious potential to improve the engine's power performance and fuel economy, with a 16% improvement in economic performance and a 20% increase in power. Internal combustion engine workers have proposed and implemented many programs aimed at optimizing the flow process and improving the dynamic characteristics of the fluid, but they are limited to many factors such as manufacturing cost, operational reliability, mechanism complexity, and system application range. At present, there are only a few simple functions. The system is used in internal combustion engine products.

In the paper of the American Society of Automotive Engineers (SAE) No. 970251 (1997), Berg M, et al., Germany, designed a "△ control-mechanical fully flexible valve control mechanism" by attaching a triangular cam and a drawbar or a lifter to the top of the valve. The column mechanism and the locking cam realize continuous adjustment of valve lift, opening time and phase angle. Satisfactory results were obtained in the test, and at the same time, the noise was significantly reduced at low speeds. However, the mechanism and its control are more complicated: its triangle cam and its drive control mechanism have poor versatility, and it is impossible to dynamically adjust the control mode of the mechanism that determines the geometric parameters; and due to the large and complex force of the additional mechanism, the addition of zero Severe component wear; large power consumption of the drive; _Λ

O 03/008769

2

There are many factors for the adjustment effect of the mechanism, which include: negative factors such as the influence of the camshaft seat and oil temperature and the engine speed on the adjustment of the tilt valve. 'Chinese patent No. 94193867. 0, "Lift device of variable valve for internal combustion engine" invented by Michael B. Reilly, is realized by changing the pivot position of rocker arm and finger follower. Both the pivot and the rocker arm or finger follower have teeth that match the pivot. The pivot pivots across a fixed rack to change the ratio of valve lift to cam lift. The adjustment gap can be constant for all positions of the pivot, or it can change with the position of the pivot. The trajectory of the pivot movement scribed by the pivotal support guide and a fixed rack can be a ring shape or an arc shape close to this ring shape. Changing the relationship between the adjustment gap and the pivot position results in controlled phase changes and operating time changes. The device has many additional parts, complicated mechanism, etc., and has the following shortcomings: Because the displacement is reduced or enlarged by relying on a certain support point of the swing rocker arm, the magnitude of the rocker arm force to overcome the valve spring force will vary with the support The movement of the point changes, resulting in uneven wear of the rack, especially at the maximum lift of the valve; the valve clearance changes due to the change in the transmission ratio of the rocker arm; for the determined rocker arm and drive cam, Its rocker arm transmission ratio and valve lift ratio are limited by the geometric parameters of the part, thereby limiting its range of adjustment; due to the large force of additional components, large motion resistance, and many transmission links, the dynamic response characteristics are affected.

Hara. S. US Patent No. 5,452,694, "Valve Phase Change Device"; Haas M. German Patent DE4404145, "Valve Phase Change Device" and Spath MJ. US Patent US5431133, "Valve Lift Change Device", etc. The common feature is that two or three sets of cams are configured on the camshaft for driving each valve, which respectively correspond to the gas distribution requirements at high, medium and low speeds of the engine. In practice, it can meet some requirements and achieve good results. However, because the adjustment function is performed in stages, its adaptability is limited, it is impossible to achieve the best in the whole range of operating conditions, and it is necessary to add corresponding mechanisms to complete the transition mechanism from one cam to another cam and The gap compensator is added due to the gap change due to the increase of the movement links, and the performance output index is affected due to the discontinuity of the input amount.

Another implementation of the variable valve control mechanism is to find the best valve control strategy through the hydraulic system. In this method, the cam lever causes the sealed hydraulic oil to pass through a fixed small hole or through a controlled small hole. Through the hole. For the passive structure, the result is that the valve does not open much or for a long time when the engine is low speed, and the liquid flowing out at high speed is not enough to make the valve movement different from the conventional system. The positive control method can accurately control the lift and working time. As a result, the valve movement alone is sufficient to control the intake process, and the conventional throttling will be abandoned. This system is described in the American Society of Automotive Engineers (SAE) Paper 930820 (Urata and others, etc.). The disadvantages of this system include: The valve opening operation is poor in reliability, the mechanical operation changes due to the viscosity change of the oil with temperature, and the system is complicated. Although engines equipped with this system showed a significant improvement in torque at low speeds, fuel savings of 7% were achieved on cars. However, the advantages of mechanical systems for a range of requirements are obvious. As shown in Figure 1, it is a simplified diagram of the structure of an intake and exhaust system of an internal combustion engine that is currently commonly used. It mainly consists of valve drive mechanism 2, valve spring seat 3, valve lock clip 4, valve spring 5, valve guide 6, valve hood 7, valve 9, fluid passage 11, valve seat 12, and so on. The force from the valve driving mechanism 2 acts on the top of the valve 9, the valve spring 5 is compressed by the valve spring seat 3, and the valve 9 is opened. Due to the pressure difference, the fluid is forced to move in the fluid channel 11 in the air cap 7 to complete Intake or exhaust process; When the force of the valve drive mechanism 2 is gradually reduced and removed, the valve 9 is closed by the force of the valve spring 5. Because the geometric parameters of valve drive mechanism 2 and other mechanisms have been determined, the timing, phase and lift of valve 9 opening and closing have also been fixed, and its design only represents a compromise that takes into account the comprehensive indicators at some specific operating conditions Program.

The common features of the variable valve timing mechanisms mentioned in the patents and literatures listed above are: the valve lift is an absolute change (that is, the actual movement of the valve); the force that causes the maximum lift change still directly acts on the valve stem At the top, the force is large and it is easy to wear. Due to the increased movement pairs, the valve clearance will change during the adjustment process, which will affect the performance of the engine. The clearance compensator needs to be added. The mechanism is complicated and the cost is high. · Summary of the invention

The purpose of the present invention is to provide a flexible time section control device, which can flexibly control the phase, working time, lift and fluid vortex intensity of the valve opening and closing of the engine, thereby improving the low-temperature starting performance of the internal combustion engine; Low fuel consumption; reduction of f pollutant emissions; improvement of power and torque; reduction of noise and vibration; so that the internal combustion engine has excellent performance indicators at full speed and full load range.

The present invention solves its main technical problems by using the following technical solutions.

A flexible time section control device includes an intake and exhaust system of an internal combustion engine composed of a valve driving mechanism, a valve spring seat, a valve lock clip, a valve spring, a valve guide, a cylinder head, a valve, a fluid passage, a valve seat, etc. Throttle control valves, throttle control valve members and corresponding throttle control valve driving mechanisms are added to the above-mentioned intake and exhaust systems; the throttle control is formed by a fluid passage, a valve seat, and a valve installed in a cylinder head The throttle control valve is in the shape of an annular cylinder, and its movement axis is coaxial or parallel to the axis of the valve guide and the movement axis of the valve; there is relative up and down movement between the throttle control valve and the valve; the throttle control valve The drive mechanism controls the throttle control valve through a throttle control valve member coupled thereto.

The present invention can further solve the main technical problems by adopting the following technical measures. In the aforementioned flexible time section control device, the valve guide on the cylinder head has an eccentric hole parallel to the valve guide axis, and the throttle control valve member passes through the eccentric hole.

In the aforementioned flexible time section control device, the valve spring seat has an eccentric hole parallel to the axis of the valve lock clamping hole, and the throttle control valve member passes through the eccentric hole. The aforementioned flexible time section control device, wherein an eccentric hole parallel to the valve guide axis is near the valve guide on the gas iris cover; an eccentric hole parallel to the valve lock pinch axis is provided on the valve spring seat; A flow control valve member passes through the eccentric hole and at the same time. In the aforementioned flexible time section control device, the outer circle of the throttle control valve is matched with the inner wall of the fluid passage and the inner hole of the valve seat, and the bottom thereof is matched with the umbrella-shaped skirt of the valve.

In the aforementioned flexible time-section control device, the outer circle of the throttle control valve is all in the shape of a ring-shaped cylinder, and a solid portion protrudes from the inner circumference thereof, and the solid portion is connected to the throttle control valve member.

In the aforementioned flexible time section control device, a part of the outer circle of the throttle control valve is in the shape of an annular cylinder, and a solid portion protrudes from the outer circumference of the throttle control valve, and the solid portion is connected to the throttle control valve member.

In the aforementioned flexible time-section control device, the outer circle of the throttle control valve is all in the shape of a circular cylinder, and the throttle control valve member is coupled to the inner circumference of the throttle control valve.

In the aforementioned flexible time-section control device, the throttle control valve member is in the shape of a pestle, and the throttle control valve and the throttle control valve member are made integrally, or they can be separately manufactured as two parts and then assembled together.

In the aforementioned flexible time-section control device, one or more orifice-shaped or open-shaped throttle channels are provided at the lower part of the wall surface of the annular cylinder of the throttle control valve.

Specific embodiments of the present invention are given in detail by the following examples and their drawings. Brief description of the drawings

Figure 1 is a schematic diagram of the structure of an intake and exhaust system of an internal combustion engine which is currently commonly used.

Fig. 2 is a structural diagram of the internal combustion engine with the intake and exhaust systems closed according to the present invention.

FIG. 3 is a structural tube diagram of the intake and exhaust valves during the low-temperature starting process of the internal combustion engine of the present invention. FIG. 4 is a schematic diagram of the structure of the intake and exhaust valves during the operation of the internal combustion engine of the present invention.

Fig. 5 is a schematic diagram of a first embodiment of a throttle control valve according to the present invention.

FIG. 6 is a plan view of FIG. 5.

Fig. 7 is a schematic diagram of a second embodiment of a throttle control valve in the present invention.

FIG. 8 is a plan view of FIG. 7.

Fig. 9 is a schematic diagram of a third embodiment of a throttle control valve in the present invention.

FIG. 10 is a plan view of FIG. 9.

FIG. 11 is a graph when the effective valve lift ΔΗ of the present invention is equal to the actual valve lift H 1. FIG. ¹² is a graph when the valve effective lift ΔΗ is 0 in the present invention.

FIG. 13 is a graph when the valve effective lift ΔΗ = the valve actual lift HI-the throttle control valve lift H2 in the present invention. Best Mode of the Invention

The specific implementation, structure, features, and functions of the flexible time-section control device according to the present invention will be described in detail below with reference to the drawings and preferred embodiments.

Fig. 2 is a schematic diagram showing the structure of the intake and exhaust systems of the internal combustion engine of the present invention when it is closed. With this, the present invention includes a throttle control valve driving mechanism 1, a valve driving mechanism 2, a valve spring seat 3, a valve lock clip 4, a valve spring 5, a valve guide 6, a valve hood 7, a throttle control in the prior art Internal combustion engine intake and exhaust systems composed of valve member 8, valve 9, throttle control valve 10, fluid passage 11, valve seat 12, and so on. In the present invention, throttle control valves and corresponding control mechanisms are added to the intake and exhaust systems of internal combustion engines currently commonly used; valve guides 6, valves 9, throttle control valves 10, and valve seats 12 are installed on the same axis ( That is, the common axis); the bottom of the throttle control valve 10 is matched with the skirt of the valve 9, the outer circle of the throttle control valve 10 is matched with the inner wall of the fluid passage 11 and the inner hole of the valve seat 12; the valve on the gas red cover 7 There is an eccentric hole h ₂ parallel to the axis (common axis) of the valve guide 6 near the catheter 6; the valve spring seat 3 has an eccentric hole h ₁ parallel to the axis of the valve lock clip 4 _{; the} throttle control valve member 8 can be removed from the eccentric hole h ₂ and ^ pass separately or simultaneously; the throttle control valve driving mechanism 1 controls the throttle control valve 10 through the throttle control valve member 8; the throttle control valve 10 is subject to the force of the throttle control valve driving mechanism 1 It can move up and down along the axis in the inner wall of the fluid channel 11 and the valve seat 12. The throttle control valve 10 can also move up and down with the force from the valve 9; the valve 9 can be under the force of the valve drive mechanism 2 and the valve spring 5. Along the valve guide 6 axis (Opening and closing) movement; The valve 9 and the throttle control valve 10 have independent relative movement with respect to the inner hole of the valve guide 6, the fluid passage 11 and the valve seat 12, and the relative movement constitutes an effective flexible time section. During the movement of the valve 9, Throttling control 'valve 10 can control the effective phase, working time, effective lift and fluid eddy current intensity of valve 9 to open and close. Its manual or automatic implementation can be: mechanical, hydraulic or pneumatic control, power electromagnetic control Way or other way.

Figure 3 is a schematic diagram of the structure of the intake and exhaust valves during the low-temperature starting of the internal combustion engine of the present invention. The force from the valve drive mechanism 2 directly acts on the top of the valve 9, through the valve lock clamp 4 and the valve spring seat ³ , the valve spring 5 is compressed, and the valve 9 moves downward along the axis (opens the valve); the throttle control valve drive mechanism 1 The force acts on the throttle control valve 10 through the throttle control valve member 8. The throttle control valve 10 can move up and down along the common axis with the valve ^9. The position of the throttle control valve 10 is controlled by the throttle control valve driving mechanism 1, A throttling channel 13 may be designed on the annular cylinder at the lower part of the throttle control valve 10, and its position and cross-sectional area are optimized; due to the pressure difference between the air bladder and the outside, the fluid is forced into the fluid channel 11 in the cylinder head 7. In the middle movement, enter and discharge the cylinder through the throttle channel 13 to complete the ventilation process at startup; when the force of the valve drive mechanism 2 is gradually reduced and removed, the valve 9 is gradually closed by the force of the valve spring 5; The bottom of the annular cylinder of the flow control valve 10 is in the air The skirt 9 of the door 9 is reset to the original starting position under the action of the upward movement force, and the throttle control valve 10 can also be reset under the control of the throttle control valve driving mechanism 1. During the starting process, the movement position of the throttle control valve 10 at the valve 9 increases the intake and exhaust resistance as much as possible, so as to retain a certain amount of unburned or burned mixture in the previous cycle in the cylinder, Improve the ignition environment in the next cycle until it starts smoothly.

For a multi-gas rainbow engine, a certain number of throttling control valves 10 are provided with a throttling channel 13 on the annular barrel, and the remaining throttling control valves 10 are not provided with a throttling channel 13; thus, there is no throttling of the throttling channel 13 The gas flow of the flow control valve 10 is very small during the starting process. The gas rainbow of the throttle control valve 10 provided with the throttle channel 13 can continuously ignite; it can also be controlled by controlling the throttle control valve without the throttle channel. The movement position of 10 is controlled to obtain different effective time cross-section values to achieve the corresponding purpose. In this way, as the compression power consumption is reduced, the starting resistance torque is reduced, the starting is easier, and hardware programming or software control sequence ignition can be realized.

When the present invention is used only to improve low temperature starting, it can be implemented at low cost. During the starting process, the throttle control valve 10 in the intake and exhaust mechanisms is set at an appropriate position according to the environmental parameters to achieve the best effect to make the internal combustion engine start smoothly. After the start is completed, the throttle control valve 10 is controlled at Inactive state (position), this device is quite absent at this time.

The invention breaks through the technical bottleneck of low-temperature starting of the internal combustion engine, and at the same time brings significant improvements to other performance indicators (such as: fuel consumption rate, emissions, noise, vibration, etc.).

Figure 4 is a schematic diagram of the structure of the intake and exhaust valves during the operation of the internal combustion engine of the present invention. According to the state parameters of the engine (including speed, load, temperature, environmental parameters, etc.), the movement state of the throttle control valve 10 is manually or automatically controlled by the throttle control valve driving mechanism 1, and the throttle control valve 10 moves up and down to control the valve 9 Open effective phase, working time, effective lift and fluid eddy current intensity; When operating at rated load and overload, the bottom of the throttle control valve 10 does not contact the skirt of the valve 9 and cannot throttle; when it is lower than the rated When operating under load, the throttle control valve 10 can be moved up and down along the axis to control the effective time section of the valve 9 opening, and to control the intake and exhaust volume accordingly. When the load is large, the effective time cross-section is large, otherwise it is small. For the engine under dynamic load operation, the movement position of the throttle control valve 10 can be manually controlled in stages, or the movement of the throttle control valve 10 is controlled by other methods, automatically seeking the optimal The working state has great flexibility and can realize multi-mode operation (starting mode, economic mode, low-emission mode, overload mode, etc.). For a multi-intake valve and multi-exhaust valve engine, the movement of each throttle control valve 10 can be controlled in the same gas rainbow according to the requirements of different fluid vortex intensity and the intake and exhaust volume.

In a multi-cylinder engine, a certain number of throttling control valves 10 are provided with a throttling channel 13 on the annular barrel, and the remaining throttling control valves 10 are not provided with a throttling channel 13; thus, there is no throttling control of the throttling channel 13 The cylinder of the valve 10 has very little air exchange during the starting process. The cylinder of the throttle control valve 10 provided with the throttle channel 13 can continuously ignite; it can also control the movement position of the throttle control valve 10 without the throttle channel. To control the acquisition of different effective time section values to achieve the corresponding purpose. As the compression power consumption is reduced, a certain number of working gas rainbows can be closed during low load operation. This solution has obvious advantages for multi-cylinder engines for electronic fuel injection systems.

The application of the throttle control valve 10 can eliminate the throttle plate (butterfly valve) in the intake pipe of the carburetor engine, electronic fuel injection engine or other fuel engine, which greatly reduces the throttle loss under the same conditions, and improves various The pressure at the intake valve improves the quality of the intake air, increases power, improves economic and power performance, and achieves low engine idling and good stability. This scheme is particularly effective for supercharged engines.

The invention is applied to an exhaust valve. The position of the throttle control valve 10 during the exhaust process directly affects the exhaust resistance. By controlling the amount of exhaust gas remaining in the gas rainbow, the exhaust gas is used to improve the exhaust quality and achieve direct EGR in the cylinder. Control; during the low temperature starting process, the effective time cross-sectional areas of the throttle control valve 10 and the valve 9 are controlled, and a certain amount of unburned or burned mixture in the previous cycle is forced to stay in the gas rainbow in order to improve the next The cyclic compression temperature meets the conditions of continuous ignition and realizes smooth starting.

5-10 are schematic diagrams of three embodiments of the throttle control valve 10 according to the present invention. Part or all of the throttle control valve 10 is in the shape of an annular cylinder, and is installed in a space formed by the valve 9, the fluid passage 11 in the cylinder head 7, and the valve seat 12; the throttle control valve 10 and the valve 9 are opposite to the valve guide 6 There is independent relative movement with the fluid passage 11 and the inner hole of the valve seat 12, the relative movement constitutes an effective flexible time section; the throttle control valve 10 moves up and down to control the effective phase of the intake and exhaust valve 9 opening and closing, working time, effective Lift and fluid vortex intensity.

FIG. 5 is a schematic structural view of a first embodiment of a throttle control valve according to the present invention, and FIG. 6 is a plan view of FIG. 5. As shown in FIGS. 5 and 6, the outer circle of the throttle control valve 10 is all in the shape of an annular cylinder, and a solid portion protrudes from the inner circumference for coupling with the throttle control valve member 8. The bottom of the throttle control valve 10 and The skirt of the valve 9 cooperates, and the outer circle of the throttle control valve 10 cooperates with the inner wall of the fluid channel 11 and the inner hole of the valve seat 12. The throttle tube 13 is provided with a throttle channel 13 and a throttle channel 13. The throttle tube 13 may not be provided with a throttling channel 13 on the lower annular cylinder of the throttle control valve 10. The throttle control valve 10 and the throttle control valve member 8 may be made integrally, or may be separately manufactured as two parts, and then assembled together.

FIG. ⁷ is a schematic structural view of a second embodiment of a throttle control valve according to the present invention, and FIG. 8 is a top view of FIG. 7. As shown in Figs. 7 and 8, the outer circle of the throttle control valve 10 is in the shape of an annular cylinder, and a solid portion protrudes on the outer circumference for coupling with the throttle control valve member 8. The protruding solid portion on the outer circumference can be assembled in In the eccentric hole groove on the cylinder head ⁷ , the bottom of the throttle control valve 10 cooperates with the skirt of the valve 9; the outer circle of the throttle control valve 10 cooperates with the inner wall of the fluid passage 11 and the inner hole of the valve seat 12; the lower part of the throttle control valve 10 The annular tube is provided with a throttling channel 13, which is closed or open, and its shape may be a hole or an opening; the lower channel of the throttle control valve 10 may not be provided with the throttling channel 13. The throttle control valve 10 and the throttle control valve member 8 may be made integrally, or may be separately manufactured as two parts, and then assembled together.

FIG. ⁹ is a schematic structural view of a third embodiment of a throttle control valve of the present invention, and FIG. 10 is a plan view of FIG. 9 Illustration. As shown in FIGS. 9 and 10, the outer circle of the throttle control valve 10 is all in the shape of an annular cylinder, the throttle control valve member 8 is coupled to the circumference of the throttle control valve 10, and the axis of the throttle control valve member 8 and the throttle control The axis of the valve 10 is parallel; the bottom of the throttle control valve 10 cooperates with the skirt of the valve 9; the outer circle of the throttle control valve 10 cooperates with the inner wall of the fluid passage 11 and the inner hole of the valve seat 12; The throttling channel 13 is a closed or open type; the throttling control valve 10 may not be provided with the throttling channel 13. The throttle control valve 10 and the throttle control valve member 8 may be made integrally, or may be separately manufactured as two parts, and then assembled together.

Figures 11 to 13 are graphs of the effective lift of the valve of the present invention as a function of the crank angle. The effective phase control range is: e (O,, 0 is the valve opening and closing angle; time control range: ie (0 / 6w); effective lift ΔΗ = actual valve lift HI-throttle control valve lift H2, effective lift Process control range: AHG O, H _MAX ), i _max is the maximum actual lift of valve 9.

FIG. 11 is a graph when the effective valve lift ΔΗ of the present invention is equal to the actual valve lift HI. At this time, the throttle control valve 10 lift H2 is 0, the controllable time section area is also 0, and the engine is running in a high load or overload state. At this time, the throttle control valve 10 does not control the effective phase, working time and effective lift, but it can control the intensity of the fluid vortex (tumble).

FIG. 12 is a graph when the valve effective lift ΔΗ of the present invention is zero. At this time, the throttle control valve 10 lift H2 is equal to the actual lift HI of the valve 9. The entire interval is a controllable time section area, and the engine is running at a low load or low temperature starting state. At this time, the throttle control valve 10 controls the effective phase, working time, effective lift, and fluid vortex intensity.

Fig. 13 is a graph showing the effective valve lift ΔΗ of the present invention when the valve actual lift HI-the throttle control valve lift H2. At this time, ΔΗ is greater than 0, the upper area in the section is the effective time section, and the rest is the controllable time section area. The throttle control valve 10 lift H2 is controlled by the throttle control gang drive mechanism 1. The engine is running in the middle and low load state. . At this time, the throttle control valve 10 controls the effective phase, working time, effective lift, and fluid vortex intensity. Industrial applicability

Compared with the prior art, the present invention has obvious advantages and beneficial effects. From the above technical solutions, the present invention has the following advantages:

1) Convenient throttling control and low driving power consumption;

2) The valve opening and closing phases can be flexibly adjusted;

3) The effective lift of the valve can be adjusted continuously;

4) The valve opening and closing time can be adjusted flexibly;

5) The fluid vortex intensity can be adjusted flexibly;

6) Easy to implement programming real-time control.

The invention changes the valve phase, working time, lift, and fluid vortex intensity through independent relative movement between the intake and exhaust valves (throttle valve) and the throttle control valve. Valve and its horse moving mechanism The movement remains the same, and the throttle control and corresponding control mechanism are added. Its working principle is completely different from the current variable valve timing mechanism. For valve-type internal combustion engines, flexible control ventilation can be implemented in the whole range of operating conditions. (Or fluid movement) process, the present invention has the following characteristics:

1) The design scheme can be applied to the traditional tappet method, overhead camshaft type and other methods to drive the valve internal combustion engine;

2) The design scheme can be applied to a single intake valve and / or exhaust valve of each gas rainbow, or multiple intake valves and / or exhaust valves of each cylinder;

3) The mechanical structure is simple and the number of parts is increased;

4) The hardware and software control process is implemented dynamically during engine operation, and global control can be implemented;

5) The independent relative movement between the throttle valve and the throttle control valve flexibly changes the effective phase, working time, effective lift, and fluid vortex intensity of the valve. It can implement hardware programming control and maximize the use of software control. Superiority makes the engine's working mode more diverse, selectable, and low power consumption;

6) The low-temperature starting performance can be significantly improved, and sequential starting can be realized, and the starting power consumption is greatly reduced; As the technical bottleneck of low-temperature starting is broken, other related performances are greatly improved.

7) Noise and vibration can be significantly improved;

8) Emissions indicators can be improved to facilitate EGR (exhaust gas recirculation) control;

9) Partial load conditions and rated conditions have excellent economic performance;

10) The butterfly valve type throttle (plate) door of the current engine can be cancelled, and the power and torque are further improved;

11) The acceleration performance is further improved; the engine has a low idle speed and good stability;

12) The present invention is suitable for use in other design schemes in which the time section of the throttle control valve is actuated in different ways and the fluid vortex intensity is flexibly changed.

The above description is only the preferred embodiments of the present invention, and it is not intended to make any changes or modifications to the present invention in any form, all of which belong to the scope of the present invention. 'Mouth ^ "

Claims

10 claims

1. A flexible time section control device comprising a valve drive mechanism (2), a valve spring seat (3), a valve lock clip (4), a valve spring ( ⁵ ), a valve guide (6), and a cylinder head (7) The intake and exhaust system of an internal combustion engine composed of a valve (9), a fluid passage (11), a valve seat (12), etc., is characterized in that a throttle control valve (10), Throttle control valve member (8) and corresponding throttle control valve driving mechanism (1); the throttle control valve (10) is installed in a fluid passage (11), a valve seat (12) and a valve in a cylinder head (7) (9) in the space formed; the throttle control valve (10) is in the shape of an annular cylinder, and its movement axis is coaxial or parallel to the axis of the valve guide (6) and the movement axis of the valve (9); (10) There is a relative up and down movement between the valve and the valve (9); the throttle control valve driving mechanism (1) controls the throttle control valve (10) through a throttle control valve member (8) coupled thereto.

2. The flexible time section control device according to claim 1, wherein an eccentric hole (h) parallel to the axis of the valve guide (6) is provided near the valve guide (6) on the gas iris (7). _2), a throttle valve control means (8) through h ₂₎ (from the eccentric hole.

3. The flexible time section control device according to claim 1, wherein the valve spring seat (3) has an eccentric hole (^) parallel to the hole axis of the valve lock clip (4), and throttle control A valve member (8) passes through the eccentric hole (hj).

4. The flexible time-section control device according to claim 1, characterized in that, near the valve guide (6) on the gas red cover (7), there is an eccentric hole (h) parallel to the axis of the valve guide (6) _2); (with 3) parallel to the air lock (4) of the eccentric hole bore axis (HJ folder; wide throttle control means (8) from the valve spring seat of the eccentric hole (H ₂₎ and (HJ in Cross at the same time.

5. The flexible time section control device according to any one of claims 1 to 4, characterized in that the outer ¾ of the throttle control valve (10) and the inner wall of the fluid passage (11) and the valve seat (12) The inner hole of) is fitted with clearance, and its bottom is fitted with the umbrella skirt of the valve (9).

6. The flexible time-section control device according to claim 5, characterized in that all the outer circles of said throttle control gang (10) are in the shape of an annular cylinder, and a solid portion protrudes from the inner circumference thereof, The solid part is coupled with the throttle control valve member (8).

7. The flexible time-section control device according to claim 5, wherein a part of an outer circle of the throttle control valve (10) has a circular cylindrical shape, and a solid portion protrudes from the outer circumference of the throttle control valve (10), The solid part is coupled with a throttle control valve member).

8. The flexible time-section control device according to claim 5, characterized in that all the outer circles of the throttle control valve (10) are in the shape of an annular cylinder, and the throttle control valve member (8) is coupled to the throttle On the inner circumference of the flow control valve (10).

9. The flexible time section control device according to claim 6, 7, or 8, wherein the throttle control valve member (8) is rod-shaped, and the throttle control valve (10) and the throttle control valve member (8 )system 11

It can also be manufactured as one piece, and then assembled together.

10. The flexible time-section control device according to claim 7, wherein one or more holes or opening-shaped nodes are provided at the lower part of the wall surface of the annular cylinder of the throttle control valve (10). Flow channel (13).