WO2012083574A1 - 用于致动发动机辅助气门的复合摇臂装置 - Google Patents

用于致动发动机辅助气门的复合摇臂装置 Download PDF

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Publication number
WO2012083574A1
WO2012083574A1 PCT/CN2011/000775 CN2011000775W WO2012083574A1 WO 2012083574 A1 WO2012083574 A1 WO 2012083574A1 CN 2011000775 W CN2011000775 W CN 2011000775W WO 2012083574 A1 WO2012083574 A1 WO 2012083574A1
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WO
WIPO (PCT)
Prior art keywords
rocker arm
auxiliary
brake
transition
engine
Prior art date
Application number
PCT/CN2011/000775
Other languages
English (en)
French (fr)
Inventor
杨洲
Original Assignee
上海尤顺汽车部件有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 上海尤顺汽车部件有限公司 filed Critical 上海尤顺汽车部件有限公司
Priority to EP11851575.8A priority Critical patent/EP2657471A4/en
Priority to US13/995,443 priority patent/US9435234B2/en
Publication of WO2012083574A1 publication Critical patent/WO2012083574A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F01L1/182—Centre pivot rocking arms the rocking arm being pivoted about an individual fulcrum, i.e. not about a common shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • the present invention relates to the field of machinery, and more particularly to the field of valve actuation of vehicle engines, and more particularly to a composite rocker arm apparatus for generating auxiliary valve motion of an engine.
  • Engine braking technology is also well known. Simply convert the engine to a compressor temporarily. The fuel is cut off during the conversion process, and the exhaust valve is opened at the end of the compression stroke of the engine piston, allowing the compressed gas (air during braking) to be released, and the energy absorbed by the compressed gas during the compression stroke of the engine cannot be subsequently expanded. The stroke returns to the engine piston, but is dissipated through the engine's exhaust and heat dissipation system. The end result is effective engine braking that slows down the speed of the vehicle.
  • engine braking is the addition of auxiliary valve motion for engine braking during normal valve motion of the engine.
  • engine braking can be defined as:
  • Type I engine brake The auxiliary valve movement is introduced from the existing adjacent cam of the engine, resulting in a so-called "Jake" brake;
  • I I type engine brake The auxiliary valve movement is to generate the lost motion engine brake by changing the existing cam curve
  • Type III engine brake The auxiliary valve movement comes from the special brake cam, and the special brake valve is generated by the special brake rocker arm; 4.
  • Type IV engine braking Auxiliary valve movement is obtained by changing the valve movement of the existing engine, usually producing a deflated engine brake;
  • V-type engine brake Auxiliary valve movement uses a special valve system to generate a dedicated valve (fifth valve) engine brake.
  • the third that is, the dedicated cam or the dedicated rocker brake
  • the existing dedicated rocker brakes cannot be applied to engines in which the valve bridge (also called the valve bridge) is parallel or nearly parallel to the rocker arm.
  • the composite rocker arm apparatus for generating an auxiliary valve motion of the engine is to solve the prior art dedicated rocker arm system.
  • the dynamic device cannot be applied to the technical problem of an engine in which the valve bridge is parallel with the rocker arm, and at the same time, the technical problem of increasing the height, weight and cost of the engine by the conventional engine brake device is solved.
  • the composite rocker arm apparatus for generating an auxiliary valve motion of an engine of the present invention for generating engine assist valve motion including a conventional valve actuator, the conventional valve actuator including a cam, a rocker An arm shaft, a conventional rocker arm and a valve, wherein the composite rocker arm device comprises an auxiliary actuator and a transition rocker arm, the auxiliary actuator acting on the transition rocker arm, the transition rocker arm Acting on the valve.
  • the engine auxiliary gas generated by the composite rocker device includes a valve motion for engine braking.
  • the auxiliary actuator of the composite rocker arm device includes an auxiliary rocker arm and an auxiliary cam, and the auxiliary rocker arm and the conventional rocker arm are mounted side by side on the rocker arm shaft.
  • One end of the auxiliary rocker arm is connected to the auxiliary cam, and the other end of the auxiliary rocker arm is adjacent to the transition rocker arm;
  • the auxiliary rocker arm includes a driving mechanism, and the driving mechanism is a drive piston is provided, the drive mechanism includes a non-operating position and an operating position; in the non-operating position, the driving piston of the driving mechanism is retracted, and the auxiliary rocker arm is separated from the transition rocker arm In an operating position, the drive piston of the drive mechanism extends, and the auxiliary rocker arm is coupled to the transition rocker arm.
  • rocking axis of the transition rocker maintains a relatively stationary state during engine assist valve movement.
  • the auxiliary rocker arm of the composite rocker arm device is a brake rocker arm
  • the auxiliary cam is a brake cam
  • the brake rocker arm includes a brake drive mechanism
  • the brake drive mechanism is provided a brake piston having a non-operating position and an operating position; in the inoperative position, the brake piston of the brake drive mechanism is retracted, the brake rocker arm and the transition The rocker arm is disengaged. In the operating position, the brake piston of the brake drive mechanism is extended, and the brake rocker arm is connected to the transition rocker arm.
  • transition rocker arm of the composite rocker arm device is rockingly disposed on a conventional rocker arm of the engine, and the rocking axis of the transition rocker arm is parallel to the rocker arm axis of the conventional rocker arm.
  • rocking shaft of the transition rocker arm of the composite rocker arm device and the rocker arm shaft of the conventional rocker arm are the same rocker arm shaft.
  • the composite rocker arm device further includes an auxiliary spring, and the auxiliary spring is located between the auxiliary rocker arm and the transition rocker arm.
  • the transition rocker arm of the composite rocker arm device includes a rocking limit mechanism.
  • the working principle of the invention is: When the auxiliary valve movement of the engine is required, that is, when the engine needs to be switched from the normal working state to the engine braking state, the brake control mechanism of the engine is turned on, and the brake driving mechanism in the brake rocker arm is non- The operating position is changed to the operating position, and the brake rocker arm is connected to the transition rocker arm.
  • the auxiliary cam that is, the movement of the brake cam, is transmitted to the exhaust valve through the brake rocker arm and the transition rocker arm to generate an auxiliary valve motion for engine braking.
  • the brake control mechanism of the engine When not needed When the engine is to be braked, the brake control mechanism of the engine is turned off, the brake drive mechanism is retracted from the operating position to the inoperative position, and the brake rocker arm is separated from the transition rocker arm. The movement of the brake cam cannot be transmitted to the exhaust valve, and the engine is released from the brake operation and returns to normal operation.
  • the effect of the present invention is positive and significant compared to the prior art.
  • the invention can increase or decrease the height, volume and weight of the engine; expand the application range of the dedicated cam or the special rocker brake device, improve the braking performance of the engine, and reduce the engine braking operation to the engine ignition operation Impact.
  • Figure 1 is a diagram showing the positional relationship between a transition rocker arm and a conventional rocker arm and valve actuator in an embodiment of the composite rocker arm apparatus of the present invention.
  • FIG. 2 is a side elevational view of a transition rocker arm of one embodiment of a composite rocker arm apparatus for generating an auxiliary valve motion of an engine of the present invention.
  • FIG 3 is a top plan view of a transition rocker arm of one embodiment of a composite rocker arm apparatus for generating an auxiliary valve motion of an engine of the present invention.
  • Figure 4 is a diagram showing the positional relationship of a brake rocker arm and a conventional rocker arm in one embodiment of the composite rocker arm apparatus for generating an auxiliary valve motion of the present invention.
  • Figure 5 is a schematic illustration of a brake rocker arm and its relative position of one embodiment of a composite rocker arm apparatus for generating an auxiliary valve motion of an engine of the present invention.
  • Figure 6 is a schematic illustration of a conventional valve motion curve and an auxiliary valve motion (engine brake valve motion) curve for one embodiment of a composite rocker arm apparatus for generating an auxiliary valve motion of the present invention.
  • FIG. 1 is a positional relationship diagram of a transition rocker arm 2103 and a conventional rocker arm 210 and a valve actuator 200 in one embodiment of a composite rocker arm apparatus for generating an auxiliary valve motion of the present invention.
  • the auxiliary valve movement generated by the composite rocker arm device of the embodiment is used for engine braking. Exhaust valve movement.
  • the normal motion of the engine exhaust valve is generated by the exhaust valve actuator 200 of the engine.
  • Auxiliary exhaust valve motion for engine braking is generated by an auxiliary actuator.
  • the auxiliary actuator includes an auxiliary rocker arm (here, a brake rocker arm) 2102 and an auxiliary cam (here, the brake cam 2302 shown in Fig. 5). It is to be noted that the examples are merely illustrative of the invention and are not intended to limit the scope of the claims.
  • the exhaust valve actuator 200 has many components including a cam 230, a cam follower 235, a conventional rocker arm 210, a valve bridge 400 and an exhaust valve 300 (3001 and 3002).
  • the exhaust valve 300 is biased by the engine's valve springs 310 (3101 and 3102) on the valve seat 320 of the engine block 500 to prevent gas from flowing between the engine cylinders and the exhaust pipe 600.
  • the conventional rocker arm 210 is rockingly mounted on the rocker shaft 205 to transmit the movement of the cam 230 to the exhaust valve 300 to be periodically opened and closed.
  • the exhaust valve actuator 200 also includes a valve clearance adjustment screw 110 and an elephant foot pad 114.
  • the wide gap adjusting screw 110 is fastened to the rocker arm 210 by a nut 105.
  • the cam 230 has a conventional boss 220 above the inner base circle 225 to produce a conventional valve lift curve (see 2202 of Figure 6) for conventional (ignition) operation of the engine.
  • the transition rocker 2103 of Figures 1, 2 and 3 is rockingly mounted on a conventional rocker arm 210. There are all slots 270 underneath the conventional rocker arm 210. The two sides of the slot 270 form two ears 272 and 274. There is a shaft hole 276 in both ears 272 and 274. A shaft hole 278 (Figs. 2 and 3) of the transition rocker arm 2103 is fitted over the transition rocker shaft 2052 and then mounted in the shaft hole 276.
  • the transition rocker shaft 2052 is parallel to the rocker shaft 205. Therefore, the transition rocker arm 2103 can be rocked relative to the conventional rocker arm 210, and its rocking range is controlled by the rocking limit mechanism.
  • the rocking limit mechanism includes a limit end 217 of the transition rocker arm 2103.
  • the panning range of the transition rocker arm 2103 can be controlled.
  • the range of rocking of the transition rocker 2103 is determined by the range of oscillation of the auxiliary rocker arm (brake rocker arm) 2102 (described in more detail in FIG. 4 and FIG. 5 for the brake rocker arm 2102) because the transition rocker arm 2103 is located at the brake rocker arm 2102. Below and by its role.
  • the transition rocker arm 2103 is simultaneously located above the brake ram 116 (exhaust valve 3001).
  • the transition rocker arm 2103 can act directly on the valve bridge 400 or the exhaust valve 3001 without the brake ram 116. figure 1
  • the auxiliary spring or brake spring 198 is used to prevent non-following or collision of the transition rocker arm 2103 and the brake rocker arm 2102.
  • transition rocker arm 2103 is side and top views, respectively, of the transition rocker arm 2103 for further describing the positional relationship between the transition rocker arm 2103 and the brake rocker arm 2102 and the brake ram 1 16 (or exhaust valve 3001).
  • the transition rocker 2103 is adjacent to the upper surface 2181 of the exhaust valve end 218 by the brake rocker 2102, while the lower surface 2182 acts on the brake ram 1 16 (or the exhaust valve 3001) with a distance of 279 between the two points of action ( image 3 ).
  • Figure 4 is a diagram showing the positional relationship of the auxiliary rocker arm (brake rocker arm) 2102 and the conventional rocker arm 210 in the embodiment of the composite rocker arm apparatus of the present invention.
  • the brake rocker arm 2102 and the conventional rocker arm 210 are mounted side by side on the rocker shaft 205.
  • FIG. 5 is a schematic illustration of the brake rocker arm 2102 and its relative positions in an embodiment of the composite rocker arm apparatus of the present invention.
  • the brake rocker arm 2102 includes a brake drive mechanism 100.
  • the brake drive mechanism 100 includes a drive piston (brake piston) 160 that is movable between an inoperative position and an operating position. In the inoperative position shown in Fig. 5, that is, when no engine braking is required, the brake piston 160 of the brake drive mechanism 100 is retracted, and the brake rocker arm 2102 and the transition rocker arm 2103 are separated with a gap of 132.
  • the gap 132 can be adjusted by the adjustment screw 1102 of the brake valve clearance adjustment mechanism to ensure that the movement generated by the auxiliary bosses (brake bosses) 232 and 233 on the base circle 2252 in the brake cam 2302 cannot be transmitted to the exhaust. On the door 3001.
  • auxiliary valve movement that is, engine braking
  • the engine brake control mechanism (not shown) is opened for oil supply, and the oil acts on the brake drive mechanism 100 to cause the brake piston 160 to retract from the non-operating position.
  • Fig. 5 extends to the operating position, eliminating the gap 132 between the brake rocker arm 2102 and the transition rocker arm 2103, and the brake rocker arm 2102 is coupled to the transition rocker arm 2103.
  • auxiliary bosses (brake bosses) 232 and 233 on the base circle 2252 of the brake cam 2302 passes through the driven wheel 2352, the brake rocker arm 2102 and its brake drive mechanism 100, the transition rocker arm 2103 and the brake
  • the ram 1 16 is transmitted to the exhaust valve 3001 to generate an auxiliary valve motion of the engine brake.
  • auxiliary spring or brake spring 198 of Fig. 1 is again shown in Fig. 5.
  • Auxiliary spring 198 Located between the brake rocker arm 2102 and the transition rocker arm 2103, the two are separated. The upward force of the spring 198 biases the brake rocker arm 2102 onto the brake cam 2302. The downward force of the spring 198 biases the transition rocker arm 2103 onto the brake ram 116.
  • the brake ram 1 16 is driven down by the exhaust valve actuator 200 (Fig. 1) with the valve bridge 400 and the exhaust valve 300, the downward force of the spring 198 biases the transition rocker 2103 to the conventional Rocker arm 210 (Fig. 1).
  • the transition rocker arm 2103 may not require a rocking stop mechanism, that is, the limit end 217 is not required.
  • the transition rocker arm 2103 becomes a "semi-rocker arm” that is in constant contact with the brake ram 116 (or the exhaust valve 3001). It is noted that the force of the auxiliary spring or brake spring 198 is much less than the preload of the engine valve spring 3101.
  • FIG. 6 is a schematic illustration of the conventional valve motion curve 2202 and the auxiliary valve motion (engine brake valve motion) curves 2322 and 2332 of the embodiment of the composite rocker arm apparatus of the present invention.
  • the conventional valve motion curve 2202 corresponds to the conventional boss 220 on the base circle 225 in the cam 230 of Fig. 1, and is produced by the valve actuator 200.
  • Auxiliary valve motion (engine brake valve motion) curves 2322 and 2332 correspond to auxiliary bosses (brake bosses) 232 and 233 on base circle 2252 in brake cam 2302 in FIG. 5, through brake rocker arm 2102 and A transition rocker 2103 is produced.
  • the conventional valve motion curve 2202 and the auxiliary valve motion curves 2322 and 2332 are separated in Fig. 6, so that the motion phases of the conventional rocker arm 210 and the brake rocker arm 2102 are staggered.
  • the conventional rocker arm 210 When the brake rocker 2102 pushes the transition rocker arm 2103 to move, the conventional rocker arm 210 is stationary. Therefore, the rocking shaft 2052 (Fig. 1) of the transition rocker arm 2103 disposed on the conventional rocker arm 210 is also stationary. That is, in the process of the auxiliary bosses 232 and 233 on the cam 2302 (FIG. 5) pushing the brake rocker 2102, the transition rocker 2103, and the valve 3001 to generate the auxiliary valve motions 2322 and 2332, the rocking axis of the transition rocker 2103 It is still.
  • the rocking shaft 2052 of the transition rocker arm 2103 can also be installed elsewhere in the engine.
  • a rocker arm shaft 205 is shared with the conventional rocker arm 210, as long as the rocking axis of the transition rocker arm 2103 is ensured to generate an auxiliary valve on the auxiliary rocker arm. Keep it relatively still while exercising.
  • the drive mechanism on the auxiliary rocker arm 2102 can also be transferred to the transition rocker arm 2103.
  • the composite rocker arm assembly shown here can be used not only to generate auxiliary valve motion for engine braking, but also to generate other auxiliary valve motions such as exhaust gas recirculation.
  • composite rocker arm unit shown here can be used not only for overhead cam engines but also for push rod/tube engines; it can be used not only to drive exhaust valves but also to drive intake valves.
  • auxiliary actuators described herein may include not only brake rockers and cams, but also other types of drive mechanisms, including mechanical, hydraulic, electromagnetic or combination mechanisms. Therefore, the scope of the invention should not be determined by the specific examples described above, but by the appended claims and their legal equivalents.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)

Description

甲于致动 ¾动机辅助气门的复 、摇臂装置 技术领域
本发明涉及机械领域， 尤其涉及车辆发动机的气门驱动领域， 特别是 一种用于产生发动机的辅助气门运动的复合摇臂装置。
背景技术
已有技术中， 车辆发动机的常规气门驱动的方法为人共知， 其应用己 有一百多年的历史。 但由于对发动机排放和发动机制动的额外要求， 越来 越多的发动机需要在常规气门运动的基础上， 增加辅助气门运动， 如用于 废气再循环的气门运动和发动机制动的气门运动。 发动机制动器己经逐渐 成为重型商用车发动机必配的装置。
发动机制动技术也广为人知。 只需将发动机暂时转换为压缩机。 转换 过程中切断燃油， 在发动机活塞压缩冲程接近结束时打开排气门， 允许被 压缩气体 （制动时为空气） 被释放， 发动机在压缩冲程中压缩气体所吸收 的能量， 不能在随后的膨胀冲程返回到发动机活塞， 而是通过发动机的排 气及散热系统散发掉。最终的结果是有效的发动机制动， 减缓车辆的速度。
发动机制动有许多不同的类型。 通常情况下， 发动机制动运作是在发 动机的常规气门运动过程中添加用于发动机制动的辅助气门运动。 根据该 辅助气门运动是如何产生的， 发动机制动可以定义为：
1. I型发动机制动： 辅助气门运动是从发动机现有的邻近凸轮引进的， 产生所谓的 "皆可" (Jake)制动;
2. I I型发动机制动： 辅助气门运动是通过改变现有凸轮曲线， 产生运 动丢失型发动机制动；
3. III型发动机制动： 辅助气门运动来自于专用制动凸轮， 通过专用制 动摇臂， 产生专用制动气门运动； 4. IV型发动机制动：辅助气门运动由改变现有发动机的气门运动得到， 通常产生泄气型发动机制动；及 .
5. V型发动机制动： 辅助气门运动使用专用阀门系， 生成一个专用阀门 (第五气门）发动机制动。
发动机制动装置的一个先例是由康明斯 (Cummins)提供的美国专利号 3220392披露， 根据该专利所制造的制动系统在商业上很成功。 不过， 此类 发动机制动系统为顶置在发动机上的附件。 为了安装此类装置， 在汽缸和 阀盖之间要添加垫圈， 因此， 额外地增加了发动机的高度、 重量及成本。
上述五种发动机制动类型中， 第三种， 也就是专用凸轮或专用摇臂制 动装置的制动功率为最佳。 但现有的专用摇臂制动装置无法应用于气门桥 (又叫阀桥） 与摇臂平行或几乎平行的发动机。
发明内容
本发明的目的在于提供一种用于产生发动机的辅助气门运动的复合摇 臂装置， 所述的这种用于产生发动机的辅助气门运动的复合摇臂装置要解 决现有技术中专用摇臂制动装置无法应用于阀桥与摇臂平行的发动机的技 术问题， 同时要解决传统的发动机制动装置增加发动机的高度、 重量及成 本的技术问题。
本发明的这种用于产生发动机的辅助气门运动的复合摇臂装置， 用于 产生发动机辅助气门运动， 所述的发动机包括常规气门致动器， 所述的常 规气门致动器包括凸轮、 摇臂轴、 常规摇臂和气门， 其中， 所述的复合摇 臂装置包括辅助致动器和过渡摇臂， 所述的辅助致动器作用于所述的过渡 摇臂， 所述的过渡摇臂作用于所述的气门。
进一步的， 所述的复合摇臂装置所产生的发动机辅助气 f "J运动包括用 于发动机制动的气门运动。
进一步的， 所述的复合摇臂装置的辅助致动器包括辅助摇臂和辅助凸 轮， 所述的辅助摇臂和所述的常规摇臂并排地安装在所述的摇臂轴上， 所 述的辅助摇臂的一端与所述的辅助凸轮相连， 所述的辅助摇臂的另一端与 所述的过渡摇臂相邻； 所述的辅助摇臂包括驱动机构， 所述的驱动机构中 设有驱动活塞， 所述的驱动机构含有非操作位置和操作位置； 在非操作位 置， 所述的驱动机构的驱动活塞缩回， 所述的辅助摇臂与所述的过渡摇臂 分离， 在操作位置， 所述的驱动机构的驱动活塞伸出， 所述的辅助摇臂与 所述的过渡摇臂相连。
进一步的， 所述的过渡摇臂的摇动轴线在发动机辅助气门运动过程中 保持相对静止的状态。
进一步的， 所述的复合摇臂装置的辅助摇臂为制动摇臂， 所述的辅助 凸轮为制动凸轮， 所述的制动摇臂包括制动驱动机构， 所述的制动驱动机 构中设有制动活塞， 所述的制动驱动机构含有非操作位置和操作位置； 在 非操作位置， 所述的制动驱动机构的制动活塞缩回， 所述的制动摇臂与所 述的过渡摇臂分离， 在操作位置， 所述的制动驱动机构的制动活塞伸出， 所述的制动摇臂与所述的过渡摇臂相连。
进一步的， 所述的复合摇臂装置的过渡摇臂摇动式地安置在发动机的 常规摇臂上， 所述的过渡摇臂的摇动轴与所述的常规摇臂的摇臂轴平行。
进一步的， 所述的复合摇臂装置的过渡摇臂的摇动轴与所述的常规摇 臂的摇臂轴为同一条摇臂轴。
进一步的， 所述的复合摇臂装置还包括辅助弹簧， 所述的辅助弹簧位 于所述的辅助摇臂和过渡摇臂之间。
进一步的， 所述的复合摇臂装置的过渡摇臂含有摇动限位机构。 本发明的工作原理是： 当需要发动机的辅助气门运动， 也就是需要发 动机从正常工作状态转换至发动机制动状态时， 发动机的制动控制机构开 通， 制动摇臂中的制动驱动机构从非操作位置变到操作位置， 制动摇臂与 过渡摇臂相连接。 辅助凸轮， 也就是制动凸轮的运动， 通过制动摇臂和过 渡摇臂， 传递到排气门上， 产生用于发动机制动的辅助气门运动。 当不需 要发动机制动时， 发动机的制动控制机构关闭， 制动驱动机构从操作位置 缩回到非操作位置， 制动摇臂与过渡摇臂分离。 制动凸轮的运动无法传递 到排气门上， 发动机脱离制动运作， 回到正常工作状态。
本发明和已有技术相比， 其效果是积极和明显的。 本发明可以不增加 或少增加发动机的高度、 体积和重量； 扩大了专用凸轮或专用摇臂制动装 置的应用范围， 提高了发动机的制动性能， 减小了发动机制动运作对发动 机点火运作的影响。
附图说明
图 1是本发明的复合摇臂装置的实施例中过渡摇臂与常规摇臂和气门 致动器之间的位置关系图。
图 2是本发明的用于产生发动机的辅助气门运动的复合摇臂装置的一 个实施例的过渡摇臂的侧视图。
图 3是本发明的用于产生发动机的辅助气门运动的复合摇臂装置的一 个实施例的过渡摇臂的俯视图。
图 4是本发明的用于产生发动机的辅助气门运动的复合摇臂装置的一 个实施例中制动摇臂与常规摇臂的位置关系图。
图 5是本发明的用于产生发动机的辅助气门运动的复合摇臂装置的一 个实施例的制动摇臂及其相对位置的示意图。
图 6是本发明的用于产生发动机的辅助气门运动的复合摇臂装置的一 个实施例的常规气门运动曲线与辅助气门运动 （发动机制动气门运动） 曲 线的示意图。
具体实施方式
实施例：
图 1是本发明的用于产生发动机的辅助气门运动的复合摇臂装置的一 个实施例中过渡摇臂 2103与常规摇臂 210和气门致动器 200之间的位置关 系图。 本实施例的复合摇臂装置所产生的辅助气门运动为发动机制动用的 排气门运动。发动机排气门的常规运动由发动机的排气门致动器 200产生。 用于发动机制动的辅助排气门运动由辅助致动器产生。 辅助致动器包括辅 助摇臂 （这里为制动摇臂） 2102和辅助凸轮（这里为图 5所示的制动凸轮 2302)。注意到实施例只对本发明起示范作用，而不对本发明的权利要求范 围构成任何限制。
排气门致动器 200有很多部件， 包括凸轮 230， 凸轮从动轮 235， 常规 摇臂 210， 阀桥 400和排气门 300 ( 3001和 3002 )。排气门 300由发动机的 气门弹簧 310 ( 3101和 3102 )偏置在发动机缸体 500的阀座 320上， 阻止 气体在发动机汽缸和排气管 600之间流动。 常规摇臂 210摇动式地安装在 摇臂轴 205上， 将凸轮 230的运动， 传递给排气门 300， 使其周期性地开 闭。 排气门致动器 200还包括阀隙调节螺钉 110和象足垫 114。 阔隙调节 螺钉 110由螺母 105固紧在摇臂 210上。 凸轮 230在内基圆 225以上有一 常规凸台 220， 产生常规的气门升程曲线（见图 6的 2202 )， 用于发动机的 常规 （点火） 运作。
图 1、图 2和图 3中的过渡摇臂 2103摇动式地安置在常规摇臂 210上。 常规摇臂 210的下面有一切槽 270。 切槽 270的两边形成两个耳朵 272和 274。两个耳朵 272和 274中有一轴孔 276。过渡摇臂 2103的轴孔 278 (图 2和图 3 ) 套在过渡摇臂轴 2052上， 然后再安装在轴孔 276内。 过渡摇臂 轴 2052与摇臂轴 205平行。 所以， 过渡摇臂 2103可以相对常规摇臂 210 摇动， 其摇动范围由摇动限位机构控制。 摇动限位机构包括过渡摇臂 2103 的限位端 217。 通过控制限位端 217与常规摇臂 210之间的距离， 即可控 制过渡摇臂 2103的摇动范围。 过渡摇臂 2103的摇动范围由辅助摇臂 （制 动摇臂） 2102 (图 4和图 5对制动摇臂 2102有更详细的描述）的摇动范围 决定， 因为过渡摇臂 2103位于制动摇臂 2102的下面并受其作用。 过渡摇 臂 2103同时位于制动顶杆 116 (排气门 3001 ) 的上面。 过渡摇臂 2103可 以不需要制动顶杆 116， 直接作用在阀桥 400或排气门 3001的上面。 图 1 中的辅助弹簧或制动弹簧 198用来防止过渡摇臂 2103和制动摇臂 2102的 不跟随或碰撞。
图 2和图 3分别是过渡摇臂 2103的侧视图和俯视图，用来进一步描述 过渡摇臂 2103与制动摇臂 2102以及制动顶杆 1 16 (或排气门 3001 ) 之间 的位置关系。 过渡摇臂 2103靠近排气门一端 218的上面 2181受制动摇臂 2102的作用， 而其下面 2182则作用于制动顶杆 1 16 (或排气门 3001 )， 两 个作用点的距离为 279 (图 3 )。
图 4是本发明的复合摇臂装置的实施例中辅助摇臂 （制动摇臂） 2102 与常规摇臂 210的位置关系图。制动摇臂 2102和常规摇臂 210并排地安装 在摇臂轴 205上。
图 5是本发明的复合摇臂装置的实施例中制动摇臂 2102及其相对位置 的示意图。 制动摇臂 2102包括制动驱动机构 100。 制动驱动机构 100含有 驱动活塞（制动活塞） 160， 可以在非操作位置和操作位置之间运动。 在图 5所示的非操作位置， 也就是不需要发动机制动时， 制动驱动机构 100的 制动活塞 160缩回， 制动摇臂 2102和过渡摇臂 2103分离， 其间隙为 132。 间隙 132可以通过制动阀隙调节机构的调节螺钉 1102调节，从而保证制动 凸轮 2302内基圆 2252上的辅助凸台 （制动凸台） 232和 233所产生的运 动， 无法传递到排气门 3001上。
'当需要辅助气门运动，也就是发动机制动时，发动机制动控制机构（图 中未示） 开通供油， 机油作用于制动驱动机构 100， 使制动活塞 160从缩 回的非操作位置 （图 5 )伸出到操作位置， 消除了制动摇臂 2102和过渡摇 臂 2103之间的间隙 132， 制动摇臂 2102和过渡摇臂 2103相连。 制动凸轮 2302内基圆 2252上的辅助凸台（制动凸台） 232和 233所产生的运动通过 从动轮 2352、 制动摇臂 2102及其制动驱动机构 100、 过渡摇臂 2103和制 动顶杆 1 16传递到排气门 3001， 产生发动机制动的辅助气门运动。
图 5中再次显示了图 1中的辅助弹簧或制动弹簧 198。 辅助弹簧 198 位于制动摇臂 2102和过渡摇臂 2103之间， 将两者分开。 弹簧 198向上的 力使制动摇臂 2102偏置在制动凸轮 2302上。 弹簧 198向下的力则使过渡 摇臂 2103偏置在制动顶杆 116上。当制动顶杆 1 16随同阀桥 400和排气门 300被排气门致动器 200 (图 1 )驱动往下运动时， 弹簧 198向下的力则使 过渡摇臂 2103偏置在常规摇臂 210上 （图 1 )。 如果弹簧 198的变形足够 大的话， 过渡摇臂 2103可以不需要摇动限位机构， 也就是说， 不需要限位 端 217。 这样， 过渡摇臂 2103就成了一种 "半摇臂"， 与制动顶杆 116 (或 排气门 3001 )始终保持接触。 注意到辅助弹簧或制动弹簧 198的力远小于 发动机气门弹簧 3101的预紧力。
图 6是本发明的复合摇臂装置实施例的常规气门运动曲线 2202与辅助 气门运动 （发动机制动气门运动） 曲线 2322和 2332的示意图。 常规气门 运动曲线 2202与图 1中的凸轮 230内基圆 225上的常规凸台 220相对应， 由气门致动器 200产生。 辅助气门运动 （发动机制动气门运动） 曲线 2322 和 2332与图 5中的制动凸轮 2302内基圆 2252上的辅助凸台 （制动凸台） 232和 233相对应， 通过制动摇臂 2102和过渡摇臂 2103产生。
图 6中常规气门运动曲线 2202与辅助气门运动曲线 2322和 2332是分 开的，所以常规摇臂 210和制动摇臂 2102的运动相位是错开的.。当制动摇 臂 2102推动过渡摇臂 2103运动时， 常规摇臂 210是静止不动的。 因此， 安置在常规摇臂 210上的过渡摇臂 2103的摇动轴 2052 (图 1 )也是静止不 动的。 也就是说， 在凸轮 2302 (图 5 ) 上的辅助凸台 232和 233推动制动 摇臂 2102、过渡摇臂 2103和气门 3001产生辅助气门运动 2322和 2332的 过程中， 过渡摇臂 2103的摇动轴线是静止不动的。
因此，过渡摇臂 2103的摇动轴 2052也可以安装在发动机的其它地方， 比如说， 与常规摇臂 210共用一条摇臂轴 205， 只要保证过渡摇臂 2103的 摇动轴线在辅助摇臂产生辅助气门运动时保持相对静止即可。 此外， 辅助 摇臂 2102上的驱动机构也可以转移到过渡摇臂 2103上。 上述说明包含了很多具体的实施方式， 这不应该被视为对本发明范围 的限制， 而是作为代表本发明的一些具体例证， 许多其他演变都有可能从 中产生。 举例来说， 这里显示的复合摇臂装置， 不但可以用于产生发动机 制动的辅助气门运动， 也可以用于产生废气再循环等其它辅助气门运动。
此外， 这里显示的复合摇臂装置， 不但可用于顶置式凸轮发动机， 也 可用于推杆 /管式发动机；不但可以用来驱动排气门，也可用来驱动进气门。
还有， 这里所述的辅助致动器， 不但可以包括制动摇臂和凸轮， 也可 以是其它形式的驱动机构， 包括机械式、 液压式、 电磁式或组合机构等。 因此， 本发明的范围不应由上述的具体例证来决定， 而是由所附属的权力 要求及其法律相当的权力来决定。

Claims

权 利 要 求 书
1. 一种用于产生发动机辅助气门运动的复合摇臂装置，所述的发动机包括 常规气门致动器， 所述的常规气门致动器包括凸轮、 摇臂轴、 常规摇臂 和气门，其特征在于：所述的复合摇臂装置包括辅助致动器和过渡摇臂， 所述的辅助致动器作用于所述的过渡摇臂，所述的过渡摇臂作用于所述 的气门。
2. 如权利要求 1所述的用于产生发动机辅助气门运动的复合摇臂装置，其 特征在于： 所述的发动机辅助气门运动包括用于发动机制动的气门运 动。
3. 如权利要求 1所述的用于产生发动机辅助气门运动的复合摇臂装置，其 特征在于： 所述的辅助致动器包括辅助摇臂和辅助凸轮， 所述的辅助摇 臂和所述的常规摇臂并排地安装在所述的摇臂轴上，所述的辅助摇臂的 一端与所述的辅助凸轮相连，所述的辅助摇臂的另一端与所述的过渡摇 臂相邻； 所述的辅助摇臂包括驱动机构， 所'述的驱动机构中设有驱动活 塞， 所述的驱动机构含有非操作位置和操作位置； 在非操作位置， 所述 的驱动机构的驱动活塞缩回， 所述的辅助摇臂与所述的过渡摇臂分离， 在操作位置， 所述的驱动机构的驱动活塞伸出， 所述的辅助摇臂与所述 的过渡摇臂相连。
4. 如权利要求 3所述的用于产生发动机辅助气门运动的复合摇臂装置，其 特征在于： 所述的辅助摇臂为制动摇臂， 所述的辅助凸轮为制动凸轮， 所述的制动摇臂包括制动驱动机构，所述的制动驱动机构中设有制动活 塞， 所述的制动驱动机构含有非操作位置和操作位置； 在非操作位置， 所述的制动驱动机构的制动活塞缩回，所述的制动摇臂与所述的过渡摇 臂分离， 在操作位置， 所述的制动驱动机构的制动活塞伸出， 所述的制 动摇臂与所述的过渡摇臂相连。
5. 如权利要求 1所述的用于产生发动机辅助气门运动的复合摇臂装置，其 特征在于：所述的过渡摇臂的摇动轴线在发动机辅助气门运动过程中保 持相对静止的状态。
6. 如权利要求 1所述的用于产生发动机辅助气门运动的复合摇臂装置，其 特征在于： 所述的过渡摇臂摇动式地安置在所述的常规摇臂上， 所述的. 过渡摇臂的摇动轴与所述的常规摇臂的摇臂轴平行。
7. 如权利要求 1所述的用于产生发动机辅助气门运动的复合摇臂装置，其 特征在于：所述的过渡摇臂的摇动轴与所述的常规摇臂的摇臂轴为同一 条摇臂轴。
8. 如权利要求 1和 3所述的用于产生发动机辅助气门运动的复合摇臂装 置， 其特征在于： 还包括辅助弹簧， 所述的辅助弹簧位于所述的辅助摇 臂和过渡摇臂之间。
9. 如权利要求 1所述的用于产生发动机辅助气门运动的复合摇臂装置，其 特征在于： 所述的过渡摇臂含有摇动限位机构。
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