WO2015021854A1 - Dispositif de commande et procédé de commande pour désactivation de cylindre de moteur - Google Patents

Dispositif de commande et procédé de commande pour désactivation de cylindre de moteur Download PDF

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Publication number
WO2015021854A1
WO2015021854A1 PCT/CN2014/083142 CN2014083142W WO2015021854A1 WO 2015021854 A1 WO2015021854 A1 WO 2015021854A1 CN 2014083142 W CN2014083142 W CN 2014083142W WO 2015021854 A1 WO2015021854 A1 WO 2015021854A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam block
cylinder deactivation
camshaft
engine
engine cylinder
Prior art date
Application number
PCT/CN2014/083142
Other languages
English (en)
Chinese (zh)
Inventor
刘浩
Original Assignee
奇瑞汽车股份有限公司
芜湖普威技研有限公司
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 奇瑞汽车股份有限公司, 芜湖普威技研有限公司 filed Critical 奇瑞汽车股份有限公司
Publication of WO2015021854A1 publication Critical patent/WO2015021854A1/fr

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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
    • 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
    • F01L1/047—Camshafts
    • 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
    • F01L13/0005—Deactivating 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L2013/0052—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction with cams provided on an axially slidable sleeve

Definitions

  • the present invention relates to an engine, and in particular to an engine cylinder deactivation control device and a control method. Background technique
  • An object of the present invention is to provide an engine cylinder deactivation control apparatus and a control method which can improve engine economic performance when a small engine load is applied.
  • the engine cylinder deactivation control device includes an engine cylinder head, a cam shaft disposed on the engine cylinder head, and a cam block disposed on the cam shaft, and the engine cylinder cover is connected to the vehicle controller a solenoid valve; wherein the solenoid valve is controlled by a solenoid valve, and the cylinder depressing pressure lever and the reset pressure rod are respectively adapted to the two spiral grooves provided in opposite directions of the cam block.
  • a mounting hole is disposed on the cam shaft, and a return spring is connected to the mounting hole and the other end of the mounting hole is connected to the positioning steel ball; the positioning groove and the positioning steel ball are set on the inner wall of the cam block Crimp or snap.
  • the end of the cam block being a control end of a cam and a rocker roller contact control valve opening and closing when the cam block moves; the cam block
  • the other end is an adjustment end that controls the axial movement of the cam block along the camshaft.
  • protrusions for resetting the cylinder deactivation control rod and the reset pressure rod are respectively provided.
  • the spiral groove is provided on a base circle of the adjustment end of the cam block.
  • An external spline is arranged on the cam shaft to connect with an internal spline provided on the cam block.
  • the mounting hole is disposed on an outer spline of the cam shaft; the positioning groove is disposed on an inner spline of the adjusting end of the cam block.
  • the camshaft is mounted on a bearing housing provided on the engine head, and the cam block is axially displaced and axially positioned through the shaft 7 seat.
  • the engine cylinder deactivation control method is implemented by the engine cylinder deactivation control device, specifically: the solenoid valve is controlled by the vehicle controller, and when the engine is partially loaded, the vehicle controller determines the camshaft by the signal of the camshaft position sensor. State, giving the solenoid valve signal; Solenoid valve control cylinder deactivation control pressure rod is dropped and pressed into the corresponding spiral groove, during the rotation of the cam block, the cam block moves axially along the cam shaft, and the cam block has no lift The cam and the rocker roller contact control the valve to close; the solenoid valve is de-energized, and the cylinder-stopping control rod is pushed back to the initial position by the protrusion;
  • the vehicle controller determines the state of the camshaft through the signal of the camshaft position sensor and gives a signal to the solenoid valve; the solenoid valve controls the reset lever to fall and presses into the corresponding spiral groove, in the cam block During the rotation, the cam block moves back to the initial position along the reverse axial direction of the cam shaft, and the lift cam and the rocker roller on the cam block contact the control valve to open; the solenoid valve is de-energized, and the reset pressure bar is under the action of the protrusion Was pushed back to the initial position.
  • the invention has the advantages that: the engine cylinder deactivation control device and the control method, the electromagnetic valve as the actuator, the cylinder depressing pressure lever and the reset pressure rod and the two spiral concave bodies which are oppositely arranged on the cam block a slot; moving the cam block axially along the camshaft under the control of the vehicle controller, so that different lift cams and rocker rollers are in contact with the control valve to close and open to achieve engine cylinder deactivation and resetting;
  • the engine also maintains good dynamic performance and economic performance.
  • the solenoid valve is precisely controlled and the engine cylinder control is accurate.
  • the cam block cooperates with the camshaft through the spline and works reliably.
  • the cam blocks can be combined as separate units to independently control the valve movement of each cylinder.
  • the spiral groove of the cam block is located at the base circle portion, and the spiral groove can prevent the movement deviation and the movement from being in place during the axial movement of the cam block, and the control is accurate.
  • the camshaft and cam block are axially positioned on both sides to ensure the operational reliability of the cam block.
  • FIG. 1 is a schematic structural view of an engine cylinder deactivation control device according to the present invention
  • FIG. 2 is a schematic structural view of a cam block of the engine cylinder deactivation control device of FIG. 1;
  • Figure 3 is a cross-sectional view of the cam block of the engine cylinder deactivation control device of Figure 2;
  • Figure 4 is a cross-sectional view taken along line 4-4 of the cam block of the engine deactivation control device of Figure 3;
  • Figure 5 is a cross-sectional view taken along line 5-5 of the cam block of the engine deactivation control device of Figure 3;
  • FIG. 6 is a schematic structural view of a camshaft of the engine cylinder deactivation control device of FIG. 1;
  • Figure 7 is a cross-sectional view taken along line 2-2 of the camshaft of the engine cylinder deactivation control device of Figure 6;
  • Figure 8 is a left side view of the solenoid valve of the engine cylinder deactivation control device of Figure 1;
  • Figure 9 is a cross-sectional view of the solenoid valve of the engine cylinder deactivation control device of Figure 8.
  • Figure 10 is a right side view of the solenoid valve of the engine deactivation control device of Figure 1.
  • the engine cylinder deactivation control apparatus includes an engine cylinder head 1, a cam shaft 3 provided on the engine head 1 and a cam block 6 provided on the cam shaft 3, in the engine cylinder head 1 is provided with a solenoid valve 5 connected to the vehicle controller; a pressure rod 4 is arranged on the solenoid valve 5, and the pressure rod 4 is divided into a cylinder depressing pressure lever and a reset pressure rod, respectively, and two spirals disposed opposite to each other on the cam block 6 The grooves are adapted.
  • the solenoid valve 5 and the pressing rod 4 provided on the solenoid valve 5 controlled by the solenoid valve 5 constitute an actuator, and the actuator cooperates with the spiral groove to enable the cam block 6 to move axially along the cam shaft 3 to cause different lifts on the cam block 6.
  • the cam is in contact with the rocker roller to control the valve opening and closing, and the engine is stopped.
  • the solenoid valve 5 is mounted on the engine head 1 and a threaded hole in which the solenoid valve 5 is mounted is machined on the engine head 1 to ensure the mounting accuracy of the solenoid valve 5.
  • the solenoid valve 5 is provided with a plunger mounting hole 51, a solenoid valve mounting hole 52, and a solenoid valve needle i ⁇ p 50.
  • the cylinder deactivation control pressure lever and the reset pressure rod are arranged perpendicular to the cam shaft 3 in the solenoid valve 5 on the engine cylinder head 1; the cylinder deactivation control pressure lever and the reset pressure rod and the cam block 6 have a clearance of 2 mm, and the lower facing cam block 6
  • the spiral groove; the cylinder deactivation control lever and the reset lever are pulled out by the electromagnetic actuator on the solenoid valve 5, and fall into the corresponding spiral groove.
  • the cam block 6 is the key to achieving engine cylinder deactivation.
  • the cam block 6 is provided with a different lift cam.
  • the end of the cam block 6 is a control end under the movement control of the cam block 6 and the rocker roller contact control valve opening and closing; the other end of the cam block 6 is a control cam block. 6 an adjustment end that moves axially along the camshaft 3.
  • the adjustment end controls the axial movement of the cam block 6; the control end controls the cam of the different lift (no lift or lift) to contact the rocker roller.
  • the cam block 6 of each cylinder has the same structure, the cam phase is guaranteed by the splines on the camshaft 3, and each spline is a cam angle 18. , the cam block 6 of the adjacent cylinders can be separated by 5 teeth. This ensures the versatility and consistency of the part.
  • the cam block 6 has a cam block shoulder 60, a cam block boss 63 and a cam block base circle portion 66.
  • the cam block 6 is separated from the cam shaft 3, and the two are connected by splines. Preferably, there are two different cams on the cam block 6, one without lift and one for normal lift.
  • the cam block 6 is axially moved back and forth by the cylinder deactivation control pressure lever and the reset pressure rod and the two spiral grooves provided on the cam block 6 in opposite directions, so that two different cams are in contact with the roller rocker arm. , thereby controlling the valve switch to close and open.
  • the spiral groove on the cam block 6 is divided into a forward spiral groove 61 and a reverse spiral groove 62.
  • the span of the two spiral grooves is 180°, so that the cam block 6 can be moved axially by 10.5 mm.
  • the two spiral grooves have opposite directions and the same length, so as to ensure that the cam blocks 6 are moved back and forth in the axial direction to ensure accurate control.
  • At and stop cylinder The ends of the spiral grooves adapted to the control pressure bar and the reset pressure bar are respectively provided with protrusions for stopping the cylinder control pressure bar and resetting the pressure bar.
  • the width of the lift portion of the cam block 6 is larger than the width of the portion without the lift.
  • the width of the lift portion of the cam block 6 is 8 mm
  • the width of the lift-free portion is ll mm
  • the radius of the base circle is 16 mm.
  • the spiral groove is always at the base circle portion of the cam block 6 cam.
  • the inner side of the cam block 6 has an inner spline 64 connected to the cam shaft 3, and a positioning groove 65 for axially positioning thereof.
  • the inner spline 64 is engaged with the outer spline 31 on the cam shaft 3; Cooperate with the positioning steel ball 7.
  • the camshaft 3 is the carrier of the cylinder deactivation device.
  • the cam shaft 3 is divided into a spline end portion and a journal portion.
  • the mounting hole 30 for positioning the cam block 6 is machined on the spline, and is used in conjunction with the return spring 8 and the positioning steel ball 7, and the outer spline 31 cooperates with the inner spline 64 on the cam block 6.
  • the return spring 8 is connected in the mounting hole 30, and the other end of the return spring 8 is connected to the positioning steel ball 7; the positioning groove 65 provided on the inner wall of the cam block 6 and the positioning steel ball 7 are crimped or snapped.
  • the cam block 6 is engaged with the cam shaft 3 by the internal splines 64 and axially moved thereon.
  • Camshaft 3 The external spline 31 has 20 teeth, each of which corresponds to a camshaft 3 with a corner of 18°.
  • the cam block 6 of each cylinder is mounted on the camshaft 3 with 5 teeth.
  • the mounting hole 30 of the cam shaft 3 on which the return spring 8 is mounted preferably has a diameter of ⁇ 5 ⁇ , and the mounting hole 30 can not only mount the return spring 8 but also guide the positioning steel ball 7; cooperate with the valve chamber cover body
  • the axial projection of the cam block 6 can be achieved by the limit boss.
  • the return spring 8 is a unit that axially positions the cam block 6.
  • the spring outer diameter ⁇ 5 ⁇ , 13mm in length, is mounted in the mounting hole 30 on the spline portion of the camshaft 3. After the press-fit, the return spring 8 is compressed to 9.5 mm, which ensures that the positioning steel ball 7 has a certain radial force on the cam block 6, and the positioning of the positioning groove 65 can realize the positioning of one side of the cam block 6.
  • the positioning steel ball 7 is another unit for axially positioning the cam block 6.
  • the positioning ball 7 is a ball of ⁇ 5 ⁇ , which is mounted on the return spring 8, and is compressed into position by the cam block 6, and the positioning ball 7 is stopped in the positioning groove 65 corresponding to the cam block 6.
  • the positioning steel ball 7 is mounted above the return spring 8, both of which are in the mounting hole 30 of the cam shaft 3.
  • the radius of the positioning ball 7 is R2.5 mm, which is the same as the radius of the positioning groove 65 inside the cam block 6.
  • the distance between the two positioning grooves 65 is 10.5 mm, and the excessive portion of the two positioning grooves 65 starts at 1.5 mm above the center of the positioning groove 65, and the lowest portion is placed at 0.58 mm on the center of the positioning groove 65. This ensures that the movement of the steel ball between the two positioning grooves 65 is reliable and timely, and that a certain radial force is applied to the cam block 6.
  • the solenoid valve 5 is an execution unit of the cylinder deactivation device. It accepts the signal of the ECU. When part of the load, the ECU judges the state of the camshaft 3 through the signal of the position sensor of the camshaft 3; and gives the signal of the solenoid valve 5, and the solenoid valve 5 controls the cylinder deactivation control lever to fall and enter the forward direction. In the spiral groove 61. Under the action of the spiral curve, the cylinder deactivation control lever generates an axial driving force to the cam block 6, and the cam shaft 3 rotates 180. Thereafter, the cylinder deactivation control lever is moved to the end of the forward spiral groove 61, and the cam without the lift on the cam block 6 is in contact with the rocker roller to control the valve to close.
  • the positioning steel ball 7 is also moved from a positioning groove 65 of the cam block 6 to the other groove, the solenoid valve 5 is closed, and the cylinder deactivation control lever is raised by the forward spiral groove 61 to push it back.
  • the reset lever on the other side is just opposite the starting position of the reverse spiral groove 62, thus completing the switching between opening and closing of the valve.
  • the return lever and the reverse spiral groove 62 actuate the lower cam block 6 to be pushed back to the home position, thus completing the transition between closing and opening the valve.
  • the camshaft 3 is mounted on a bearing housing 2 provided on the engine head 1 , and the camshaft 3 bearing housing 2 on the engine head 1 is machined on both sides, and the bearing housing 2 not only functions to support the cam shaft 3 but also To the axial positioning of the cam block 6 on both sides.
  • the cam block 6 is axially moved and then axially positioned through the bearing housing 2.
  • the engine cylinder deactivation control method is implemented by using the above-mentioned engine cylinder deactivation control device, specifically: the solenoid valve 5 is controlled by the vehicle controller, and when the engine is partially loaded, the vehicle controller judges the camshaft 3 by the signal of the camshaft 3 position sensor. The state of the position, and gives the solenoid valve 5 signal; the solenoid valve 5 controls the cylinder deactivation control pressure rod to fall and press into the corresponding spiral groove, during the rotation of the cam block 6, the cam block 6 moves axially along the cam shaft 3, The cam block 6 has no lift cam and the rocker roller contact control valve is closed; the solenoid valve 5 is powered off, and the cylinder deactivation control lever is pushed back to the initial position under the action of the protrusion;
  • the vehicle controller judges the state of the camshaft 3 through the signal of the position sensor of the camshaft 3, and gives a signal to the solenoid valve 5; the solenoid valve 5 controls the reset pressure bar to fall and press into the corresponding spiral groove.
  • the cam block 6 moves back in the reverse axial direction along the cam shaft 3 to the initial position, and the cam block 6 has a lift cam and the rocker roller contacts the control valve to open; the solenoid valve 5 is powered off.
  • the reset lever is pushed back to the initial position by the protrusion.
  • the engine cylinder deactivation control device and the control method, the cam block 6 is matched by the spline and the camshaft, and the cam block 6 can be combined as a separate unit to control the valve movement of each cylinder independently.

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

Abstract

L'invention concerne un dispositif de commande pour la désactivation de cylindre d'un moteur comprenant une calotte de cylindre de moteur (1), un arbre à cames (3) disposé sur la calotte de cylindre de moteur (1) et un bloc de cames (6) disposé sur l'arbre à cames (3). La calotte de cylindre du moteur (1) est dotée d'une électrovanne (5) connectée à un dispositif de commande de véhicule. L'électrovanne (4) est dotée d'une barre en compression (4) et la barre en compression (4) comprend une barre en compression de commande de désactivation de cylindre et une barre en compression de redémarrage pouvant s'adapter séparément à deux rainures hélicoïdales qui sont formées dans le bloc de cames (6) dans des directions opposées. L'invention concerne en outre un procédé de commande pour la désactivation de cylindre d'un moteur. Selon la présente invention, la désactivation de cylindre d'un moteur peut être commandée avec précision lorsque la charge du moteur est légère de sorte que le moteur conserve en permanence une bonne performance de puissance et une bonne performance économique.
PCT/CN2014/083142 2013-08-13 2014-07-28 Dispositif de commande et procédé de commande pour désactivation de cylindre de moteur WO2015021854A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201310351767.4 2013-08-13
CN201310351767.4A CN103437894B (zh) 2013-08-13 2013-08-13 发动机停缸控制装置及控制方法

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Publication Number Publication Date
WO2015021854A1 true WO2015021854A1 (fr) 2015-02-19

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PCT/CN2014/083142 WO2015021854A1 (fr) 2013-08-13 2014-07-28 Dispositif de commande et procédé de commande pour désactivation de cylindre de moteur

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CN (1) CN103437894B (fr)
WO (1) WO2015021854A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103437894B (zh) * 2013-08-13 2017-03-22 奇瑞汽车股份有限公司 发动机停缸控制装置及控制方法
US10196994B2 (en) * 2016-05-16 2019-02-05 Ford Global Technologies, Llc Powertrain control system
CN107401436B (zh) * 2016-05-20 2023-09-05 上海汽车集团股份有限公司 发动机及其凸轮轴、凸轮装置、控制凸轮
US10024256B2 (en) * 2016-06-09 2018-07-17 Ford Global Technologies, Llc System and method for intake manifold pressure control
CN108487962B (zh) * 2018-06-01 2024-03-22 浙江正奥汽配有限公司 一种发动机的气门控制装置
CN108869056B (zh) * 2018-07-31 2023-12-22 辽宁工业大学 一种可变气缸发动机停缸装置及其控制方法
CN109339958B (zh) * 2018-10-29 2020-08-21 安徽江淮汽车集团股份有限公司 一种防撞击的停缸闭环控制系统及控制方法
CN109209664B (zh) * 2018-10-29 2020-08-21 安徽江淮汽车集团股份有限公司 一种防撞击的停缸闭环控制系统及控制方法
CN115013168B (zh) * 2022-06-24 2023-06-09 一汽解放汽车有限公司 一种发动机气缸启停装置

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CN102282341A (zh) * 2009-02-14 2011-12-14 谢夫勒科技有限两合公司 内燃机的气门机构
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CN1342832A (zh) * 2001-05-14 2002-04-03 白福全 汽车发动机歇缸式节油器
DE10148178A1 (de) * 2001-09-28 2003-04-17 Ina Schaeffler Kg Verfahren und Vorrichtung zur Senkung von Kraftstoffverbrauch und Schadstoffemission eines 4-Takt-Verbrennungsmotors
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CN103437894B (zh) 2017-03-22
CN103437894A (zh) 2013-12-11

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