WO2018149333A1 - 全可变液压气门机构气门升程控制装置及内燃机 - Google Patents

全可变液压气门机构气门升程控制装置及内燃机 Download PDF

Info

Publication number
WO2018149333A1
WO2018149333A1 PCT/CN2018/075467 CN2018075467W WO2018149333A1 WO 2018149333 A1 WO2018149333 A1 WO 2018149333A1 CN 2018075467 W CN2018075467 W CN 2018075467W WO 2018149333 A1 WO2018149333 A1 WO 2018149333A1
Authority
WO
WIPO (PCT)
Prior art keywords
plunger
valve
hydraulic
piston
annular groove
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/CN2018/075467
Other languages
English (en)
French (fr)
Inventor
谢宗法
常英杰
王志明
王兆宇
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shandong University
Original Assignee
Shandong University
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 Shandong University filed Critical Shandong University
Publication of WO2018149333A1 publication Critical patent/WO2018149333A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

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
    • F01L13/0015—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
    • 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
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem

Definitions

  • the present invention relates to the field of gas distribution mechanisms and fuel supply systems for internal combustion engines, and more particularly to a fully variable hydraulic valve train valve lift control device and an internal combustion engine.
  • the internal combustion engine uses a hydraulically actuated valve system to achieve continuous variable valve lift, valve opening duration and valve timing.
  • This valve system is called the Full Fully Variable Valve System (HFVVS). ), it is of great significance to the energy saving and emission reduction of internal combustion engines.
  • the representative fully variable hydraulic valve system includes Schaeffler's Uniair system, the US Ford's electro-hydraulic fully variable valve system and the British Lotus EHFVVT system. These hydraulic full variable valve systems all use high frequency solenoid valves as oil control switches to control the inflow and outflow of oil, while high frequency solenoid valves have low frequency response speed, low reliability and high cost.
  • the invention patent of CN201310296611.0 discloses an oil control device for a fully variable hydraulic valve system of an internal combustion engine, which device is composed of a housing and a rotary valve, a hydraulic accumulator and a transmission mechanism installed in the housing.
  • the rotary valve is composed of a rotary valve core and a rotary valve sleeve;
  • the hydraulic accumulator is composed of an energy storage piston, an energy storage spring, an end cover, a sealing seat, a rubber pad, and is installed in one end cavity of the housing; a rotary valve and a hydraulic pressure
  • the accumulator is an accumulator chamber;
  • the transmission mechanism is composed of a transmission gear, a gear shaft and a cross-slider coupling, the transmission gear is mounted on the gear shaft, and the gear shaft is connected to the rotary valve core through the cross-slider coupling
  • the continuous variable of the maximum lift of the valve, the valve opening duration and the valve phase are realized.
  • the mechanism is mainly applicable to the valve-distributing mechanism of the camshaft, and for the camshaft lower and middle gas distribution mechanism, the hydraulic transmission system is difficult to arrange and the transmission chain is long, which makes the device difficult to be under the camshaft.
  • the technical problem to be solved by the present invention is to provide a simple structure, reliable operation, and low cost. It is not only suitable for camshaft upper-mounted internal combustion engines, but also for fully variable hydraulic valve train valve lift control devices for camshaft lower and mid-range internal combustion engines.
  • the present invention provides the following technical solutions:
  • a fully variable hydraulic valve train valve lift control device comprising a housing provided with a high pressure oil passage, the housing being provided with a hydraulic ram type oil control device for connecting to an internal combustion engine cam drive assembly, for connecting to a piston valve drive device for an internal combustion engine valve assembly, a hydraulic accumulator device for connecting an internal combustion engine oil lubrication system, and an inlet check valve, wherein:
  • the hydraulic ram type oil control device includes a plunger sleeve disposed on the housing, a plunger mating with an inner bore of the plunger sleeve, a plunger spring for resetting the plunger, and adjusting the a plunger adjusting mechanism of a plunger rotation angle, the plunger including a plunger core mated with the plunger sleeve and a plunger rod disposed at a lower end of the plunger core, the top end of the plunger core Forming a plunger oil chamber communicating with the high pressure oil passage between the plunger sleeves, the cylindrical surface of the plunger core is provided with an axial straight groove communicating with the plunger oil chamber and the axial direction a circumferential annular groove communicating with a straight groove, and a drain hole is disposed on a sidewall of the plunger sleeve;
  • the piston valve driving device includes a hydraulic piston, a piston sleeve matched with the hydraulic piston, and a piston oil chamber that communicates with the high pressure oil passage is formed between a top end of the hydraulic piston and the piston sleeve;
  • the hydraulic energy storage device includes a hydraulic accumulator disposed on the housing and an energy storage chamber formed by the accumulator and the housing, and the housing is provided with the energy storage chamber a first low pressure oil passage communicating with the oil drain hole, a second low pressure oil passage connecting the energy storage chamber with the high pressure oil passage, and a third low pressure oil passage connecting the energy storage chamber and the internal combustion engine oil lubrication system
  • the energy storage chamber is connectable to the plunger oil chamber through the first low pressure oil passage, the oil drain hole, the circumferential annular groove and the axial straight groove;
  • the inlet check valve is disposed between the high pressure oil passage and the second low pressure oil passage.
  • the distance from the upper edge of the circumferential annular groove to the tip end of the plunger gradually increases or does not change from the axial straight groove in the circumferential direction of the plunger, and the depth of the circumferential annular groove starts from the axial straight groove. Gradually decreasing along the circumferential direction of the plunger;
  • the distance from the upper edge of the circumferential annular groove to the tip end of the plunger gradually increases from the axial straight groove in the circumferential direction of the plunger, and the depth of the circumferential annular groove does not change.
  • the full depth or partial depth of the circumferential annular groove is not more than one quarter of the diameter of the oil drain hole.
  • circumferential annular groove has a triangular, circular arc, trapezoidal or rectangular cross section.
  • the plunger adjusting mechanism includes a control sleeve that cooperates with a lower outer circle of the plunger sleeve, and the end of the control sleeve is provided with a guiding groove, and a lower portion of the plunger rod is provided with The guide groove cooperates with the tongue.
  • the plunger adjusting mechanism further includes a motor or a proportional electromagnet, and the outer circumference of the control sleeve is provided with a ring gear, and the motor or the proportional electromagnet is driven to connect the teeth that mesh with the ring gear. Strip or gear.
  • the piston type valve driving device is provided with a unidirectional hole and an orifice respectively communicating with the high pressure oil passage, and the one-way hole is provided with a piston chamber one-way valve, and the piston chamber passes through the The one-way hole and the orifice are in communication with the high pressure oil passage, and the top end of the hydraulic piston is located above the throttle hole when the valve assembly is closed.
  • the hydraulic accumulator includes an end cover fixedly mounted on the housing, an energy storage piston that is clearance-fitted with the housing, and an accumulator disposed between the end cover and the energy storage piston spring.
  • An internal combustion engine includes the above-described fully variable hydraulic valve train valve lift control device.
  • the valve camshaft in the cam drive assembly (including the valve camshaft, the tappet and the tappet) runs together with the crankshaft of the internal combustion engine, and the gas is matched.
  • the cam drives the tappet and the tappet and cooperates with the plunger spring to reciprocate the plunger of the hydraulic plunger oil control device, that is, when the valve cam is in the ascending section, the cam jacks up the plunger to move the plunger upward When the cam is in the down section, the plunger is reset (ie, moved downward) by the plunger spring.
  • the hydraulic piston of the device overcomes the force of the valve spring to open the valve; when the plunger rises to the circumferential annular groove and communicates with the drain hole, the hydraulic oil in the high pressure oil passage passes through the plunger oil chamber, the axial straight groove, and the circumferential ring
  • the tank, the oil drain hole and the first low pressure oil passage flow into the energy storage chamber, the amount of oil in the plunger oil chamber, the high pressure oil passage and the piston oil chamber is reduced, the oil pressure is lowered, and the maximum lift of the valve is lowered; the plunger is in the downward stroke
  • the circumferential annular groove is disconnected from the oil drain hole, the energy storage chamber is disconnected from the high pressure oil passage, and the valve gradually falls back and finally seats as the plunger descends.
  • the plunger adjustment mechanism of the hydraulic plunger type oil control device adjusts the rotation angle of the plunger so that the circumferential annular groove is close to the axial direction.
  • the portion of the groove communicates with the drain hole, so that the circumferential annular groove communicates with the drain hole for a long time, and the minimum effective flow area formed by the circumferential annular groove and the drain hole is large, which causes the plunger oil cavity to leak through.
  • the oil hole flows into the accumulator chamber with a large amount of oil, which eventually reduces the maximum lift of the valve and closes before the bottom dead center.
  • the plunger adjusting mechanism of the hydraulic plunger type oil control device adjusts the rotation angle of the plunger so that the circumferential annular groove is away from the shaft.
  • the portion of the straight groove communicates with the drain hole, the time for the circumferential annular groove to communicate with the drain hole is short, and the minimum effective flow area formed by the circumferential annular groove and the drain hole is small, resulting in passage of the plunger oil cavity
  • the amount of oil flowing into the accumulator chamber is small, and eventually the maximum lift of the valve is large and closes near the bottom dead center.
  • the valve When the internal combustion engine is under high-speed full-load operating conditions, the valve needs to be fully opened, and has a large intake retardation angle, the plunger adjusting mechanism adjusts the rotation angle of the plunger so that the circumferential annular groove is away from the axial straight groove. The end is connected with the drain hole, and even the circumferential annular groove and the drain hole are always disconnected.
  • the amount of oil flowing into the accumulator chamber through the drain hole in the plunger oil chamber is rarely equal to or equal to 0, and the valve lift depends on the valve lift. For the valve cam profile, the valve has the largest lift and a large intake retardation angle.
  • the valve When the valve is closed, if the corresponding valve cam is still in the descending process, as the plunger decreases, the volume of the plunger oil chamber increases, and the pressure of the hydraulic oil in the high pressure oil passage decreases to less than the pressure of the energy storage chamber.
  • the accumulator chamber supplements the hydraulic oil into the high pressure oil passage through the inlet check valve to ensure that the hydraulic oil is always filled with the plunger oil chamber, the piston oil chamber and the high pressure oil passage.
  • the plunger sleeve and the piston sleeve of the fully variable hydraulic valve mechanism valve lift control device of the invention are fixedly installed in the casing, thereby reducing the leakage amount of the oil, only between the plunger core and the plunger sleeve, and the hydraulic pressure A gap seal is used between the piston and the piston sleeve, thereby greatly improving the control precision of the valve lift.
  • the hydraulic oil in the fully variable hydraulic valve train valve lift control device of the present invention all uses the oil in the internal combustion engine lubrication system.
  • the present invention has the following beneficial effects as compared with the prior art:
  • the minimum effective flow area formed by the circumferential annular groove on the plunger core and the oil drain hole on the plunger sleeve can be precisely controlled, and the time for the circumferential annular groove to communicate with the drain hole can be accurately adjusted. It can accurately control the amount of oil flowing out from the drain hole, so that the maximum lift of the valve, the valve opening duration and the closing time are continuously variable.
  • the fully variable hydraulic valve train valve lift control device of the present invention has good matching with the camshaft upper, middle and lower internal combustion engines, and is used on a conventional internal combustion engine, and the original machine has less modification.
  • the main components such as the internal combustion engine body do not need to be changed.
  • FIG. 1 is a schematic structural view of a valve lift control device for a fully variable hydraulic valve mechanism according to the present invention
  • FIG. 2 is a schematic structural view of a hydraulic plunger type oil control device in a valve lift control device of a fully variable hydraulic valve mechanism according to the present invention
  • Figure 3 is a cross-sectional view taken along line A-A of Figure 2;
  • Figure 4 is a partial structural schematic view of the oil drain hole and the circumferential annular groove
  • Embodiment 1 is a schematic structural view of Embodiment 1 of a plunger in a valve lift control device for a fully variable hydraulic valve mechanism according to the present invention
  • FIG. 6 is a schematic structural view of a second embodiment of a plunger in a full-throttle hydraulic valve train valve lift control device according to the present invention.
  • Figure 7 is a schematic structural view of a third embodiment of a plunger in a full-throttle hydraulic valve train valve lift control device according to the present invention.
  • Embodiment 8 is a schematic structural view of Embodiment 4 of a plunger in a valve lift control device for a fully variable hydraulic valve mechanism according to the present invention
  • Embodiment 9 is a schematic structural view of Embodiment 5 of a plunger in a valve lift control device for a fully variable hydraulic valve mechanism according to the present invention.
  • Figure 10 is a graph showing changes in valve lift under the control of the full-throttle hydraulic valve train valve lift control device of the present invention.
  • the present invention provides a fully variable hydraulic valve train valve lift control device, as shown in FIGS. 1 to 10, including a housing 1 provided with a high pressure oil passage 1-1, which is provided on the housing 1 for a hydraulic ram type oil control device 3 connected to the internal combustion engine cam drive unit 7, a piston type valve drive unit 5 for connecting to the internal combustion engine valve assembly 8, a hydraulic accumulator device 4 for connecting the internal combustion engine oil lubrication system, and an inlet check valve 2, where:
  • the hydraulic ram type oil control device 3 includes a plunger sleeve 3-1 disposed on the housing 1, a plunger 3-2 mated with the inner hole of the plunger sleeve 3-1, and a column for resetting the plunger 3-2. a plug spring 3-4 and a plunger adjusting mechanism 3-3 for adjusting a circumferential rotation angle of the plunger 3-2, the plunger 3-2 including a plunger core 3-2-1 that cooperates with the plunger sleeve 3-1
  • the plunger rod 3-2-2 disposed at the lower end of the plunger core 3-2-1 forms a connection with the high pressure oil passage 1-1 between the top end of the plunger core 3-2-1 and the plunger sleeve 3-1.
  • the plunger oil chamber 3-5, the cylindrical surface of the plunger core 3-2-1 is provided with an axial straight groove 3-2-1-2 communicating with the plunger oil chamber 3-5 and an axial straight groove 3 -2-1-2 connected circumferential annular groove 3-2-1-1, the side wall of the plunger sleeve 3-1 is provided with a drain hole 3-1-1;
  • the piston type valve driving device 5 includes a hydraulic piston 5-1, a piston sleeve 5-2 matched with the hydraulic piston 5-1, and a top portion of the hydraulic piston 5-1 and the piston sleeve 5-2 are formed with a high pressure oil passage 1 1 connected piston oil chamber 5-4;
  • the hydraulic accumulator device comprises a hydraulic accumulator 4 disposed on the casing 1 and an accumulator chamber 9 formed by the hydraulic accumulator 4 and the casing 1.
  • the casing 1 is provided with an accumulating chamber 9 and a drain hole.
  • 3-1-1 connected first low pressure oil passage 1-2, second low pressure oil passage 1-3 connecting the energy storage chamber 9 with the high pressure oil passage 1-1, and an oil lubrication system for the energy storage chamber 9 and the internal combustion engine Connected third low pressure oil passages 1-4, the energy storage chamber 9 can pass through the first low pressure oil passage 1-2, the oil drain hole 3-1-1, the circumferential annular groove 3-2-1-1 and the axial straight
  • the tank 3-2-1-2 is in communication with the plunger oil chamber 3-5;
  • the inlet check valve 2 is disposed between the high pressure oil passage 1-1 and the second low pressure oil passage 1-3.
  • the valve cam in the cam drive assembly 7 (including the valve cam, the tappet and the tappet) runs together with the crankshaft of the internal combustion engine, and the valve cam drive is quite
  • the column and the tappet cooperate with the plunger spring 3-4 to cause the plunger 3-2 of the hydraulic plunger type oil control device 3 to reciprocate linearly, that is, when the cam is in the ascending section, the cam jacks up the plunger 3-2
  • the plunger 3-2 is moved upward; when the cam is in the lowering section, the plunger 3-2 is reset (i.e., moved downward) by the action of the plunger spring 3-4.
  • the plunger adjusting mechanism 3-3 of the hydraulic plunger type oil control device 3 adjusts the rotation angle of the plunger 3-2 so that the circumference is
  • the portion close to the axial straight groove 3-2-1-2 to the annular groove 3-2-1-1 communicates with the drain hole 3-1-1 to make the circumferential annular groove 3-2-1-1 and the drain
  • the hole 3-1-1 is connected for a long time, and the minimum effective flow area formed by the drain hole 3-1-1 and the circumferential annular groove 3-2-1-1 is large, resulting in the plunger oil chamber 3-5 and The amount of oil flowing into the accumulator chamber 9 through the drain hole 3-1-1 in the piston oil chamber 5-4 is large, and finally the maximum lift of the valve is significantly reduced and closed before the bottom dead center, as shown in the curve of FIG.
  • the plunger adjusting mechanism 3-3 adjusts the rotation angle of the plunger 3-2 so that the circumferential annular groove 3- 2-1-1 is far from the axial straight groove 3-2-1-2 and communicates with the drain hole 3-1-1, so that the circumferential annular groove 3-2-1-1 and the drain hole 3-1- 1
  • the communication time is short, and the minimum effective flow area formed by the oil drain hole 3-1-1 and the circumferential annular groove 3-2-1-1 is small, resulting in the plunger oil chamber 3-5 and the piston oil chamber 5-
  • the amount of oil flowing into the accumulator chamber 9 through the drain hole is less, and finally the maximum lift of the valve is reduced and closed after the bottom dead center, as shown by curve B in FIG.
  • the plunger adjusting mechanism 3-3 adjusts the rotation angle of the plunger 3-2 such that the circumferential annular groove 3-
  • the outer end of 2-1-1 away from the axial straight groove 3-2-1-2 is in communication with the drain hole 3-1-1, and even the circumferential annular groove 3-2-1-1 and the drain hole 3- 1-1 is always disconnected, the amount of oil flowing into the accumulator chamber 9 through the drain hole 3-1-1 in the plunger oil chamber 3-5 and the piston oil chamber 5-4 is rarely or even equal to 0, at this time, the valve lift
  • the valve has a maximum lift and a large intake retardation angle, as shown by curve A in FIG.
  • the present invention has the following beneficial effects:
  • the minimum effective flow area formed by the circumferential annular groove on the plunger core and the drain hole on the plunger sleeve can be precisely controlled, the circumferential annular groove 3-2-1-1 and the drain hole 3-
  • the time of 1-1 communication can also be accurately adjusted, and the amount of oil flowing out from the drain hole can be accurately controlled, so that the maximum lift of the valve, the valve opening duration and the closing time are continuously variable.
  • the fully variable hydraulic valve train valve lift control device of the present invention has good matching with the camshaft upper, middle and lower internal combustion engines, and is used on a conventional internal combustion engine, and the original machine has less modification. Key components do not need to be changed.
  • a valve lift control device controls one cylinder, which is suitable for single-cylinder and multi-cylinder internal combustion engines, and expands the applicable range of fully variable hydraulic valve mechanisms.
  • the high pressure and the low pressure mentioned in the present invention are relative to each other, and it is not limited to the high pressure or the low pressure when the pressure must reach a certain value.
  • the housing may be a single component, or the housing may be separately divided into two parts (the housing 1 and the top cover 6), and then the two are fixedly connected. At this time, the high pressure oil passage 1-1 It is placed on the top cover 6.
  • the distance from the upper edge of the circumferential annular groove 3-2-1-1 to the tip end of the plunger 3-2 is from the axial straight groove 3-2-1-2 in the circumferential direction of the plunger 3-2.
  • the depth of the circumferential annular groove 3-2-1-1 gradually decreases from the axial straight groove 3-2-1-2 in the circumferential direction of the plunger 3-2, and the circumferential annular groove 3-2-
  • the cross section of 1-1 is a triangle.
  • the plunger adjusting mechanism 3-3 adjusts the rotation angle of the plunger 3-2 so that the circumferential annular groove 3-2-1-1
  • the portion close to the axial straight groove 3-2-1-2 communicates with the drain hole 3-1-1, since the upper edge of the portion of the circumferential annular groove 3-2-1-1 is from the top end of the plunger 3-2
  • the distance is small, and the depth of the circumferential annular groove 3-2-1-1 is deep, so that the time for the circumferential annular groove 3-2-1-1 to communicate with the drain hole 3-1-1 becomes long, and the circumferential direction
  • the minimum effective flow area formed by the annular groove 3-2-1-1 and the drain hole 3-1-1 is large, so that the hydraulic oil in the plunger oil chamber 3-5 and the piston oil chamber 5-4 passes through the drain hole.
  • the plunger adjusting mechanism 3-3 adjusts the rotation angle of the plunger 3-2 so that the circumferential annular groove 3-2-1-1
  • the portion away from the axial straight groove 3-2-1-2 communicates with the drain hole 3-1-1, since the upper edge of the portion of the circumferential annular groove 3-2-1-1 is from the top of the plunger 3-2
  • the distance is relatively large, and the portion of the circumferential annular groove 3-2-1-1 is shallow, so that the time for the circumferential annular groove 3-2-1-1 to communicate with the drain hole 3-1-1 becomes shorter, and the circumference is short.
  • the minimum effective flow area formed to the annular groove 3-2-1-1 and the drain hole 3-1-1 is small, causing the plunger oil chamber 3-5 and the piston oil chamber 5-4 to pass through the drain hole 3 - 5
  • the amount of oil flowing into the accumulator chamber 9 is small, so that the maximum lift of the valve is reduced and closed after the bottom dead center, as shown by curve B in FIG.
  • the plunger adjusting mechanism 3-3 adjusts the rotation angle of the plunger 3-2 such that the circumferential annular groove 3-2-1-1 is off-axis.
  • the end farthest to the straight groove 3-2-1-2 is connected to the drain hole 3-1-1, and even the circumferential annular groove 3-2-1-1 is always disconnected from the drain hole 3-1-1.
  • the amount of oil flowing into the accumulator chamber 9 through the drain hole -1-1 in the plunger oil chamber 3-5 is rarely or even equal to 0.
  • the valve lift depends on the profile of the valve cam, and the valve has the largest rise. The process and the larger intake retardation angle, as shown by curve A in FIG.
  • the cross section of the circumferential annular groove 3-2-1-1 has a circular arc shape, and the rest of the structure is the same as that of the first embodiment.
  • the distance from the upper edge of the circumferential annular groove 3-2-1-1 to the tip end of the plunger 3-2 is from the axial straight groove 3-2-1-2 in the circumferential direction of the plunger 3-2.
  • the distance from the lower edge to the top end of the plunger 3-2 is unchanged from the axial straight groove 3-2-1-2 in the circumferential direction of the plunger 3-2, and the circumferential annular groove 3-2-1-1 The depth does not change.
  • the plunger adjusting mechanism 3-3 adjusts the plunger 3-2 to rotate at a different angle, the timing at which the circumferential annular groove 3-2-1-1 communicates with the drain hole 3-1-1 is different, so that the plunger oil
  • the time at which the chamber 3-5 and the piston oil chamber 5-4 flow into the accumulator chamber 9 through the drain hole 3-1-1 also changes accordingly, resulting in a change in the maximum lift of the valve.
  • the upper edge of the circumferential annular groove 3-2-1-1 is parallel to the lower edge, and the distance from the top end of the plunger 3-2 is from the axial straight groove 3-2-1-2 along the column.
  • the circumferential direction of the plug 3-2 is gradually increased, and the depth of the circumferential annular groove 3-2-1-1 is constant.
  • the upper edge of the circumferential annular groove 3-2-1-1 is parallel to the lower edge, and the distance from the tip of the plunger 3-2 is from the axial straight groove 3-2-1-2 along the column.
  • the plug 3-2 has no circumferential direction, and the depth of the circumferential annular groove 3-2-1-1 gradually decreases from the axial straight groove 3-2-1-2 in the circumferential direction of the plunger 3-2, and the circumferential direction
  • the annular groove 3-2-1-1 has a rectangular cross section.
  • the cross-sectional shape of the circumferential annular groove 3-2-1-1 may be a trapezoid or a trapezoid or a method that can be conceived by those skilled in the art in accordance with the above principles, in addition to a triangular shape, a circular arc shape or a rectangular shape. Other shapes do not affect the implementation of the technical solution of the present invention.
  • the cross-sectional shape of the circumferential annular groove 3-2-1-1 means a notched shape formed by a longitudinal section of the circumferential annular groove 3-2-1-1 passing through the center line of the plunger core 3-2-1.
  • the flow rate of the fluid is related to the side area formed between the drain hole 3-1-1 and the circumferential annular groove 3-2-1-1.
  • the side area formed between the drain hole 3-1-1 and the circumferential annular groove 3-2-1-1 is greater than or equal to the cross-sectional area of the drain hole 3-1-1, that is, the drain hole 3-1-
  • the distance h between the 1 and the circumferential annular groove 3-2-1-1 is greater than or equal to a quarter of the diameter of the drain hole 3-1-1, the flow rate of the fluid is from the drain hole 3-1-1.
  • the cross-sectional area is determined; the side area formed between the drain hole 3-1-1 and the circumferential annular groove 3-2-1-1 is smaller than the cross-sectional area of the drain hole 3-1-1, that is, the drain hole
  • the distance h between 3-1-1 and the circumferential annular groove 3-2-1-1 is less than a quarter of the diameter of the drain hole 3-1-1, the flow rate of the fluid is from the drain hole 3-1.
  • the distance h between -1 and the circumferential annular groove 3-2-1-1 is determined.
  • the total depth or partial depth of the circumferential annular groove 3-2-1-1 is preferably not more than a quarter of the diameter of the drain hole 3-1-1.
  • the hydraulic oil passes through the high pressure oil passage 1-1, the plunger oil chamber 3-5, the axial straight groove 3-2-1-2, the circumferential annular groove 3-2-1-1, the drain hole 3-
  • the flow rate of 1-1 and the first low-pressure oil passage 1-2 flowing back into the energy storage chamber 9 is reasonably controlled, and the falling speed of the valve is also slowly controlled, as shown in the curve B3 and the curve C3 shown in Fig. 9, and the valve is It will not fall sharply along the curve C3' in Figure 9. It can not only realize the continuous variable of valve maximum lift, valve opening duration and closing time, but also ensure the lift, speed and acceleration curve of valve movement. It is relatively flat and does not have large fluctuations, thus meeting the requirements of the internal combustion engine for the dynamic performance of the valve mechanism.
  • the plunger adjusting mechanism 3-3 includes a control sleeve 3-3-1 that cooperates with the lower outer circle of the plunger sleeve 3-1, and the control sleeve 3-3-
  • the end of 1 is preferably provided with a guide groove 3-3-1-2
  • the lower portion of the plunger rod 3-2-2 is provided with a tongue 3-2-2- which cooperates with the guide groove 3-3-1-2.
  • the plunger 3-2 can reciprocate linearly with respect to the plunger sleeve 3-1 through the cooperation of the tongue 3-2-2-2 and the guiding groove 3-3-1-2, and can be wound around the center thereof.
  • the rotation of the shaft enables the plunger sleeve 3-1 to be fixedly mounted in the housing 1 to prevent the plunger sleeve 3-1 from being relatively loosely engaged with the housing 1 due to the rotation relative to the housing 1.
  • the plunger adjusting mechanism 3-3 may further include a motor or a proportional electromagnet (not shown), and the outer circumference of the control sleeve 3-3-1 is provided with the rack 3
  • the -3-2 meshing ring gear 3-3-1-1 is driven by a motor or a proportional electromagnet to be coupled with a rack 3-3-2 that meshes with the ring gear 3-3-1-1.
  • the rack 3-3-2 is driven by a stepper motor or a proportional electromagnet.
  • the optimal lift and opening duration of the valve are determined, and the rotation angle of the plunger 3-2 is adjusted by controlling the stepping motor or the proportional electromagnet to pull the rack 3-3-2 to change the circumferential annular groove 3-
  • the angle and the closing moment are continuously variable.
  • the tongue 3-2-2-2 can be in the guide groove 3-3- 1-2 guided by the downward movement; when the motor or proportional electromagnet pulls the rack 3-3-2 to move, due to the restriction of the guide groove 3-3-1-2 on the tongue 3-2-3, The plunger 3-2 rotates around the center line of the plunger 3-2 with the control sleeve 3-3-1, thereby realizing the relative direction of the circumferential annular groove 3-2-1-1 and the drain hole 3-1-1. Change of location.
  • the plunger adjusting mechanism 3-3 can be meshed with the ring gear 3-3-1-1 on the control sleeve 3-3-1, in addition to the rack 3-3-2, and the gear and the ring gear can also be used.
  • 3-3-1-1 performs the meshing transmission.
  • the gear transmission is stable and has the characteristics of reliable operation, high efficiency and long service life.
  • the end of the plunger rod 3-2-2 may be provided with a hemispherical groove 3-2-2-1 (as shown in Figures 7 and 8) or a hemispherical projection.
  • the end of the plunger rod 3-2-2 is a hemispherical groove that cooperates with the hemispherical projection of the camshaft drive assembly 7; when the camshaft is driven
  • the end of the plunger rod 3-2-2 is a hemispherical projection that cooperates with the hemispherical projection of the camshaft drive assembly 7.
  • the angle between the camshaft drive assembly 7 and the plunger rod 3-2-2 can be adjusted to ensure that the plunger 3-2 is in the rack 3 -3-2 always keeps reciprocating linear motion when not moving.
  • the camshaft drive assembly 7 can be omitted so that the valve camshaft directly drives the plunger 3-2 to move.
  • the piston type valve driving device 5 is preferably provided with a unidirectional hole 5-2-2 and an orifice 5-2 which are respectively connected to the high pressure oil passage 1-1. -1.
  • a piston chamber check valve 5-3 is disposed in the one-way hole 5-2-2, and the piston chamber 5-4 passes through the one-way hole 5-2-2 and the orifice 5-2-1 and the high pressure oil passage 1-1 Connected.
  • the piston chamber check valve 5-3 is installed between the hydraulic piston 5-1 and the hydraulic piston sleeve 5-2, in order to avoid the increase of the hydraulic piston 5-1 and the hydraulic pressure by installing the piston chamber check valve 5-3.
  • the structural size of the piston sleeve 5-2, the top end of the hydraulic piston 5-1 may be provided with a groove to increase the installation space of the piston chamber check valve 5-3 and to meet the volume requirement of the piston chamber 5-4.
  • the hydraulic accumulator 4 preferably includes an end cap 4-3 fixedly mounted on the housing 1, and an accumulator piston that is in clearance fit with the housing 1. 4-1 and an accumulator spring 4-2 provided between the end cap 4-3 and the accumulator piston 4-1, an accumulator chamber 9 is formed between the accumulator piston 4-1 and the casing 1.
  • the accumulator piston 4-1 overcomes the force of the accumulator spring 4-2 against the end cap 4-3 under the action of the hydraulic oil; when the oil lubricates the oil in the system
  • the accumulator piston 4-1 is moved away from the end cap 4-3 by the accumulator spring 4-2 to maintain the stability of the oil pressure in the oil lubrication system.
  • the present invention provides an internal combustion engine including the above-described fully variable hydraulic valve train valve lift control device, which has the same structure as above and will not be described herein.
  • valve cam in the cam drive assembly 7 (including the valve cam, the tappet and the tappet) operates together with the crankshaft of the internal combustion engine, and the valve cam drives the tappet and the tappet and the plunger spring 3 -4 cooperates to make the plunger 3-2 of the hydraulic plunger type oil control device 3 reciprocating linearly, that is, when the cam is in the rising section, the cam jacks up the plunger 3-2 to move the plunger 3-2 upward;
  • the plunger 3-2 is reset (i.e., moved downward) by the action of the plunger spring 3-4.
  • the plunger adjusting mechanism 3-3 of the hydraulic plunger type oil control device 3 adjusts the rotation angle of the plunger 3-2 so that the circumference is
  • the portion close to the axial straight groove 3-2-1-2 to the annular groove 3-2-1-1 communicates with the drain hole 3-1-1 to make the circumferential annular groove 3-2-1-1 and the drain
  • the hole 3-1-1 is connected for a long time, and the minimum effective flow area formed by the drain hole 3-1-1 and the circumferential annular groove 3-2-1-1 is large, resulting in the plunger oil chamber 3-5 and The amount of oil flowing into the accumulator chamber 9 through the drain hole 3-1-1 in the piston oil chamber 5-4 is large, and finally the maximum lift of the valve is significantly reduced and closed before the bottom dead center, as shown in the curve of FIG.
  • the plunger adjusting mechanism 3-3 adjusts the rotation angle of the plunger 3-2 so that the circumferential annular groove 3- 2-1-1 is far from the axial straight groove 3-2-1-2 and communicates with the drain hole 3-1-1, so that the circumferential annular groove 3-2-1-1 and the drain hole 3-1- 1
  • the communication time is short, and the minimum effective flow area formed by the oil drain hole 3-1-1 and the circumferential annular groove 3-2-1-1 is small, resulting in the plunger oil chamber 3-5 and the piston oil chamber 5-
  • the amount of oil flowing into the accumulator chamber 9 through the drain hole is less, and finally the maximum lift of the valve is reduced and closed after the bottom dead center, as shown by curve B in FIG.
  • the plunger adjusting mechanism 3-3 adjusts the rotation angle of the plunger 3-2 such that the circumferential annular groove 3-
  • the outer end of 2-1-1 away from the axial straight groove 3-2-1-2 is in communication with the drain hole 3-1-1, and even the circumferential annular groove 3-2-1-1 and the drain hole 3- 1-1 is always disconnected, the amount of oil flowing into the accumulator chamber 9 through the drain hole 3-1-1 in the plunger oil chamber 3-5 and the piston oil chamber 5-4 is rarely or even equal to 0, at this time, the valve lift
  • the valve has a maximum lift and a large intake retardation angle, as shown by curve A in FIG.
  • the present invention has the following beneficial effects:
  • the minimum effective flow area formed by the circumferential annular groove on the plunger core and the drain hole on the plunger sleeve can be precisely controlled, the circumferential annular groove 3-2-1-1 and the drain hole 3-
  • the time of 1-1 communication can also be accurately adjusted, and the amount of oil flowing out from the drain hole can be accurately controlled, so that the maximum lift of the valve, the valve opening duration and the closing time are continuously variable.
  • the fully variable hydraulic valve train valve lift control device of the present invention has good matching with the camshaft upper, middle and lower internal combustion engines, and is used on a conventional internal combustion engine, and the original machine has less modification. Key components do not need to be changed.
  • a valve lift control device controls one cylinder, which is suitable for single-cylinder and multi-cylinder internal combustion engines, and expands the applicable range of fully variable hydraulic valve mechanisms.

Landscapes

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

Abstract

提供一种全可变液压气门机构气门升程控制装置及内燃机。气门升程控制装置的柱塞（3-2）上升到周向环形槽（3-2-1-1）与泄油孔（3-1-1）连通时，柱塞油腔（3-5）和活塞油腔（5-4）内的液压油通过轴向直槽（3-2-1-2）、周向环形槽（3-2-1-1）、泄油孔（3-1-1）和第一低压油道（1-2）流入蓄能腔，柱塞油腔（3-5）和活塞油腔（5-4）内的油压降低、油量减少，使气门的最大升程降低并提前回落。气门升程控制装置通过控制柱塞（3-2）的转动角度，改变周向环形槽（3-2-1-1）与泄油孔（3-1-1）连通的时间，调节周向环形槽（3-2-1-1）与泄油孔（3-1-1）形成的最小有效流通面积的大小，控制流出泄油孔（3-1-1）的液压油油量，从而改变气门的最大升程及其落座时间。这种控制装置结构简单、工作可靠、成本低廉并且适用于凸轮轴上置、下置和中置式内燃机。

Description

全可变液压气门机构气门升程控制装置及内燃机 技术领域
本发明涉及内燃机的配气机构和燃料供给系统领域，特别是指一种全可变液压气门机构气门升程控制装置及内燃机。
背景技术
内燃机采用液压驱动气门系统能够实现气门最大升程、气门开启持续角和配气相位三者的连续可变，这种气门系统被称为全可变液压气门系统(Hydraulic Fully Variable Valve System,简称HFVVS)，它对内燃机的节能减排具有重要意义。目前，具有代表性的全可变液压气门系统有舍弗勒公司的Uniair系统、美国Ford公司的电液全可变气门系统和英国Lotus的EHFVVT系统等。这些液压全可变气门系统全部采用了高频电磁阀作为控油开关来控制油液的流入和流出，而高频电磁阀存在频率响应速度低、可靠性低和成本昂贵的不足。
专利号为CN201310296611.0的发明专利公开了一种内燃机全可变液压气门系统的控油装置，该装置由壳体及安装在壳体中的回转阀、液压蓄能器和传动机构构成。回转阀由回转阀芯、回转阀套组成；液压蓄能器由储能活塞、蓄能弹簧、端盖、密封座圈、橡胶垫组成，并安装在壳体的一端内腔；回转阀和液压蓄能器之间为蓄能腔；传动机构由传动齿轮、齿轮轴和十字滑块联轴器组成，传动齿轮安装在齿轮轴上，齿轮轴通过十字滑块联轴器与回转阀芯相连接实现了气门最大升程、气门开启持续角和配气相位三者的连续可变。该机构主要适用于凸轮轴顶置的配气机构，而对于凸轮轴下置和中置的配气机构，由于液压传动系统不易布置且传动链较长等问题，导致该装置难以在凸轮轴下置和中置式内燃机上推广应用。
发明内容
本发明要解决的技术问题是提供一种结构简单、工作可靠、成本低廉。不仅适用于凸轮轴上置式内燃机，并且也适用于凸轮轴下置和中置式内燃机的全可变液压气门机构气门升程控制装置。
为解决上述技术问题，本发明提供技术方案如下：
一种全可变液压气门机构气门升程控制装置，包括设置有高压油道的壳体，所述壳体上设置有用于连接至内燃机凸轮驱动组件的液压柱塞式控油装置、用于连接至内燃机气门组件的活塞式气门驱动装置、用于连通内燃机机油润滑系统的液压蓄能装置和入口单向阀，其中：
所述液压柱塞式控油装置包括设置在所述壳体上的柱塞套、与所述柱塞套的内孔相配合的柱塞、使所述柱塞复位的柱塞弹簧以及调节所述柱塞转动角度的柱塞调节机构，所述柱塞包括与所述柱塞套相配合的柱塞芯和设置于所述柱塞芯下端的柱塞杆，所述柱塞芯的顶端与所述柱塞套之间形成与所述高压油道连通的柱塞油腔，所述柱塞芯的圆柱面上设置有与所述柱塞油腔连通的轴向直槽和与所述轴向直槽连通的周向环形槽，所述柱塞套的侧壁上设置有泄油孔；
所述活塞式气门驱动装置包括液压活塞、与液压活塞相匹配的活塞套，所述液压活塞的顶端与所述活塞套之间形成与所述高压油道连通的活塞油腔；
所述液压蓄能装置包括设置在所述壳体上的液压蓄能器及由所述蓄能器与所述壳体构成的蓄能腔，所述壳体上设置有将所述蓄能腔与泄油孔连通的第一低压油道、将所述蓄能腔与高压油道连通的第二低压油道和将所述蓄能腔与内燃机机油润滑系统连通的第三低压油道，所述蓄能腔能够通过所述第一低压油道、泄油孔、周向环形槽和轴向直槽与所述柱塞油腔连通；
所述入口单向阀设置于所述高压油道与第二低压油道之间。
进一步的，所述周向环形槽的上边缘距柱塞顶端的距离从轴向直槽开始沿柱塞圆周方向逐渐增大或不变，所述周向环形槽的深度从轴向直槽开始沿柱塞圆周方向逐渐减小；
或者，所述周向环形槽的上边缘距柱塞顶端的距离从轴向直槽开始沿柱塞圆周方向逐渐增大，所述周向环形槽的深度不变。
进一步的，所述周向环形槽的全部深度或部分深度不大于所述泄油孔的直径的四分之一。
进一步的，所述周向环形槽的横截面为三角形、圆弧形、梯形或矩形。
进一步的，所述柱塞调节机构包括与所述柱塞套的下部外圆间隙配合的控制套筒，所述控制套筒的端部设置有导向槽，所述柱塞杆的下部设置有与所述导向槽相配合的榫舌。
进一步的，所述柱塞调节机构还包括电机或比例电磁铁，所述控制套筒的外圆上设置有齿圈，所述电机或比例电磁铁驱动连接有与所述齿圈相啮合的齿条或齿轮。
进一步的，所述活塞式气门驱动装置上设置有分别与所述高压油道连通的单向孔和节流孔，所述单向孔内设置有活塞腔单向阀，所述活塞腔通过所述单向孔和节流孔与高压油道连通，当气门组件关闭时，所述液压活塞的顶端位于所述节流孔的上方。
进一步的，所述液压蓄能器包括固定安装在所述壳体上的端盖、与所述壳体间隙配合的蓄能活塞以及设置于所述端盖与蓄能活塞之间的蓄能器弹簧。
一种内燃机，包括上述全可变液压气门机构气门升程控制装置。
本发明的全可变液压气门机构气门升程控制装置及内燃机工作时，凸轮驱动组件(包括配气凸轮轴、挺柱和挺杆)中的配气凸轮轴与内燃机的曲轴一同运转，配气凸轮驱动挺柱和挺杆并与柱塞弹簧共同作用使液压柱塞式控油装置的柱塞做往复直线运动，即：当配气凸轮处于上升段时，凸轮顶起柱塞使柱塞向上运动；当凸轮处于下降段时，柱塞在柱塞弹簧的作用下复位(即向下运动)。柱塞在上升行程时，液压柱塞式控油装置内的柱塞油腔的体积减小，使得高压油道内的油压升高，高压油道的液压油流入活塞油腔，推动活塞式气门驱动装置的液压活塞克服气门弹簧的作用力将气门打开；当柱塞上升到周向环形槽与泄油孔连通时，高压油道内的液 压油通过柱塞油腔、轴向直槽、周向环形槽、泄油孔和第一低压油道流入蓄能腔，柱塞油腔内、高压油道内和活塞油腔内的油量减少，油压降低，气门最大升程降低；柱塞在下降行程时，当周向环形槽与泄油孔断开连通时，蓄能腔与高压油道也即断开连通，气门随着柱塞的下降逐渐回落并最终落座。
当内燃机处于中小负荷运行时，需要气门的最大升程变小，且气门关闭时间较早，液压柱塞式控油装置的柱塞调节机构调节柱塞的转动角度使得周向环形槽接近轴向直槽的部分和泄油孔连通，使周向环形槽与泄油孔连通的时间较长，且周向环形槽和泄油孔形成的最小有效流通面积较大，导致柱塞油腔内经过泄油孔流入蓄能腔的油量较多，最终使气门的最大升程减小并在下止点前关闭。当内燃机处于较大负荷运行时，此时需要较大的气门升程，且气门关闭时间较晚，液压柱塞式控油装置的柱塞调节机构调节柱塞的转动角度使得周向环形槽远离轴向直槽的部分和泄油孔连通，使周向环形槽与泄油孔连通的时间较短，周向环形槽和泄油孔形成的最小有效流通面积较小，导致柱塞油腔内经过泄油孔流入蓄能腔的油量较少，最终使气门的最大升程较大并在下止点附近关闭。当内燃机处于高速全负荷工况运行时，需要气门完全开启，且具有较大的进气迟闭角，则柱塞调节机构通过调节柱塞的转动角度使得周向环形槽远离轴向直槽的最末端与泄油孔连通，甚至使周向环形槽与泄油孔始终断开，柱塞油腔内经过泄油孔流入蓄能腔的油量很少甚至等于0，此时气门升程取决于配气凸轮型线，气门具有最大的升程和较大的进气迟闭角。
当气门关闭时，若相对应的配气凸轮仍处于下降过程，则随着柱塞的下降，柱塞油腔的体积增大，高压油道内液压油的压力降低至小于蓄能腔的压力时，蓄能腔通过入口单向阀向高压油道内补充液压油，保证液压油始终充满柱塞油腔、活塞油腔和高压油道。
本发明的全可变液压气门机构气门升程控制装置中的柱塞套和活塞套固定安装在壳体中，减少了油液的泄漏量，仅在柱塞芯与柱塞套之间、液压活塞与活塞套之间采用间隙密封，从而极大地提高了气门升程的控制 精度。此外本发明的全可变液压气门机构气门升程控制装置中的液压油全部采用内燃机润滑系统中的机油。
综上所述，与现有技术相比，本发明具有以下有益效果：
(1)由柱塞芯上的周向环形槽和柱塞套上的泄油孔形成的最小有效流通面积可得到精确控制，周向环形槽与泄油孔连通的时间也可以得到准确调节，能够准确控制从泄油孔流出的油量，使气门最大升程、气门开启持续角和关闭时刻三者的连续可变。
(2)通过控制周向环形槽与泄油孔连通的时间，并调节周向环形槽和泄油孔形成的最小有效流通面积的大小，不仅能够准确控制从泄油孔流出的油量，而且能够控制其流速，便于精确控制气门升程及其运动规律，满足全可变液压气门机构动力学性能的需求。
(3)本发明的全可变液压气门机构气门升程控制装置与凸轮轴上置、中置和下置的内燃机都具有很好的匹配性，使用在传统内燃机上，原机的改动较小而内燃机机体等主要零部件无需更改。
(4)与国外现有先进技术相比，节省了高频电磁阀，因而具有结构简单、工作可靠、成本低廉的优势。
附图说明
图1为本发明的全可变液压气门机构气门升程控制装置的结构示意图；
图2为本发明的全可变液压气门机构气门升程控制装置中液压柱塞式控油装置的结构示意图；
图3为图2中A-A的剖视图；
图4为泄油孔与周向环形槽的局部结构示意图；
图5为本发明的全可变液压气门机构气门升程控制装置中柱塞的实施例1的结构示意图；
图6为本发明的全可变液压气门机构气门升程控制装置中柱塞的实施例2的结构示意图；
图7为本发明的全可变液压气门机构气门升程控制装置中柱塞的实施例3的结构示意图；
图8为本发明的全可变液压气门机构气门升程控制装置中柱塞的实施例4的结构示意图；
图9为本发明的全可变液压气门机构气门升程控制装置中柱塞的实施例5的结构示意图；
图10为本发明的全可变液压气门机构气门升程控制装置的控制下的气门升程的变化曲线图。
具体实施方式
为使本发明要解决的技术问题、技术方案和优点更加清楚，下面将结合附图及具体实施例进行详细描述。
一方面，本发明提供一种全可变液压气门机构气门升程控制装置，如图1至图10所示，包括设置有高压油道1-1的壳体1，壳体1上设置有用于连接至内燃机凸轮驱动组件7的液压柱塞式控油装置3、用于连接至内燃机气门组件8的活塞式气门驱动装置5、用于连通内燃机机油润滑系统的液压蓄能装置4和入口单向阀2，其中：
液压柱塞式控油装置3包括设置在壳体1上的柱塞套3-1、与柱塞套3-1的内孔相配合的柱塞3-2、使柱塞3-2复位的柱塞弹簧3-4以及调节柱塞3-2周向转动角度的柱塞调节机构3-3，柱塞3-2包括与柱塞套3-1相配合的柱塞芯3-2-1和设置于柱塞芯3-2-1下端的柱塞杆3-2-2，柱塞芯3-2-1的顶端与柱塞套3-1之间形成与高压油道1-1连通的柱塞油腔3-5，柱塞芯3-2-1的圆柱面上设置有与柱塞油腔3-5连通的轴向直槽3-2-1-2和与轴向直槽3-2-1-2连通的周向环形槽3-2-1-1，柱塞套3-1的侧壁上设置有泄油孔3-1-1；
活塞式气门驱动装置5包括液压活塞5-1、与液压活塞5-1相匹配的活塞套5-2，液压活塞5-1的顶端与活塞套5-2之间形成与高压油道1-1连通的活塞油腔5-4；
液压蓄能装置包括设置在壳体1上的液压蓄能器4及由液压蓄能器4与壳体1构成的蓄能腔9，壳体1上设置有将蓄能腔9与泄油孔3-1-1连通的第一低压油道1-2，将蓄能腔9与高压油道1-1连通的第二低压油道1-3和将蓄能腔9与内燃机的机油润滑系统连通的第三低压油道1-4，蓄能腔9能够通过第一低压油道1-2、泄油孔3-1-1、周向环形槽3-2-1-1和轴向直槽3-2-1-2与柱塞油腔3-5连通；
入口单向阀2设置于高压油道1-1与第二低压油道1-3之间。
本发明的全可变液压气门机构气门升程控制装置工作时，凸轮驱动组件7(包括配气凸轮、挺柱和挺杆)中的配气凸轮与内燃机的曲轴一同运转，配气凸轮驱动挺柱和挺杆并与柱塞弹簧3-4共同作用使液压柱塞式控油装置3的柱塞3-2做往复直线运动，即：当凸轮处于上升段时，凸轮顶起柱塞3-2使柱塞3-2向上运动；当凸轮处于下降段时，柱塞3-2在柱塞弹簧3-4的作用下复位(即向下运动)。柱塞3-2在上升行程时，液压柱塞式控油装置3内的柱塞油腔3-5的体积减小，使得高压油道1-1内的油压升高，高压油道1-1的液压油经过活塞式气门驱动装置5内流入活塞油腔5-4内，推动液压活塞5-2克服气门弹簧的作用力将气门打开；当柱塞3-2上升到周向环形槽3-2-1-1与泄油孔3-1-1连通时，柱塞油腔3-5和活塞油腔5-4内的液压油通过轴向直槽3-2-1-2、周向环形槽3-2-1-1、泄油孔3-1-1和第一低压油道1-2流入蓄能腔9，使柱塞油腔3-5和活塞油腔5-4内的油量减少、油压降低，导致气门最大升程降低并提前回落；柱塞3-2在下降行程时，当周向环形槽3-2-1-1与泄油孔3-1-1断开连通时，蓄能腔9与高压油道1-1也即断开连通，气门随着柱塞3-2的下降逐渐回落并最终落座。
当内燃机处于中小负荷运行时，需要气门的最大升程变小，且气门关闭时间较早，液压柱塞式控油装置3的柱塞调节机构3-3调节柱塞3-2的转动角度使得周向环形槽3-2-1-1接近轴向直槽3-2-1-2的部分和泄油孔3-1-1连通，使周向环形槽3-2-1-1与泄油孔3-1-1连通的时间较长，泄油孔3-1-1与周向环形槽3-2-1-1形成的最小有效流通面积较大，导致柱塞油腔3-5和活塞油腔5-4内经过泄油孔3-1-1流入蓄能腔9的油量较多，最 终使气门的最大升程明显减小并在下止点前关闭，如图10中的曲线C和D。当内燃机处于较大负荷运行时，此时需要较大的气门升程，且气门关闭时间较晚，则柱塞调节机构3-3调节柱塞3-2的转动角度使得周向环形槽3-2-1-1远离轴向直槽3-2-1-2的部分和泄油孔3-1-1连通，使周向环形槽3-2-1-1与泄油孔3-1-1连通的时间较短、泄油孔3-1-1与周向环形槽3-2-1-1形成的最小有效流通面积较小，导致柱塞油腔3-5和活塞油腔5-4内经过泄油孔流入蓄能腔9的油量较少，最终使气门的最大升程有所减小并在下止点之后关闭，如图10中的曲线B。当内燃机处于高速全负荷运行时，需要气门完全开启，且具有较大的进气迟闭角，则柱塞调节机构3-3通过调节柱塞3-2的转动角度使得周向环形槽3-2-1-1远离轴向直槽3-2-1-2的最末端与泄油孔3-1-1连通，甚至使周向环形槽3-2-1-1与泄油孔3-1-1始终断开，柱塞油腔3-5和活塞油腔5-4内经过泄油孔3-1-1流入蓄能腔9的油量很少甚至等于0，此时气门升程取决于配气凸轮的型线，气门具有最大的升程和较大的进气迟闭角，如图10中的曲线A。
当气门关闭时，若相对应的配气凸轮仍处于下降过程，则随着柱塞3-2的下降，柱塞油腔3-5的体积增大，高压油道1-1内液压油的压力降低至小于蓄能腔9的压力时，蓄能腔9通过入口单向阀2向高压油道1-1内补充液压油，保证液压油始终充满柱塞油腔3-5、活塞油腔5-4和高压油道1-1。
综上，本发明具有以下有益效果：
(1)由柱塞芯上的周向环形槽和柱塞套上的泄油孔形成的最小有效流通面积可得到精确控制，周向环形槽3-2-1-1与泄油孔3-1-1连通的时间也可以得到准确调节，能够准确控制从泄油孔流出的油量，使气门最大升程、气门开启持续角和关闭时刻三者的连续可变。
(2)通过控制周向环形槽3-2-1-1与泄油孔3-1-1连通的时间，并调节周向环形槽3-2-1-1和泄油孔3-1-1形成的最小有效流通面积的大小，能够精确控制液压油流出泄油孔3-1-1的流速，便于精确控制气门升程及其运动规律，满足全可变液压气门机构动力学性能的需求。
(3)本发明的全可变液压气门机构气门升程控制装置与凸轮轴上置、中置和下置的内燃机都具有很好的匹配性，使用在传统内燃机上，原机的改动较小而关键零部件无需更改。
(4)与国外现有先进技术相比，节省了高频电磁阀，因而具有结构简单、工作可靠、成本低廉的优势，
(5)一套气门升程控制装置控制一个气缸，适用于单缸和多缸内燃机，扩大了全可变液压气门机构的适用范围。
本领域技术人员可以理解的是，本发明中所提到高压和低压是两者相对而言的，并不局限压力必须到达一定数值时才称之为高压或低压。
本发明中，壳体既可以是单独的一个零件，也可以将壳体分成两部分(壳体1和顶盖6)分别加工，然后将两者固定连接，此时，高压油道1-1设置在顶盖6上。
下面给出周向环形槽3-2-1-1的几种具体结构：
实施例1
如图5所示，周向环形槽3-2-1-1的上边缘距柱塞3-2顶端的距离从轴向直槽3-2-1-2开始沿柱塞3-2圆周方向逐渐增大，周向环形槽3-2-1-1的深度从轴向直槽3-2-1-2开始沿柱塞3-2圆周方向逐渐减小，周向环形槽3-2-1-1的横截面为三角形。
本实施例中，当需要的气门最大升程变小，且气门关闭时间较早时，柱塞调节机构3-3调节柱塞3-2转动角度使得周向环形槽3-2-1-1接近轴向直槽3-2-1-2的部分与泄油孔3-1-1连通，由于周向环形槽3-2-1-1的这部分上边缘距柱塞3-2顶端的距离较小，并且周向环形槽3-2-1-1的深度较深，使得周向环形槽3-2-1-1与泄油孔3-1-1连通的时间变长，周向环形槽3-2-1-1与泄油孔3-1-1形成的最小有效流通面积较大，导致柱塞油腔3-5和活塞油腔5-4内的液压油经过泄油孔3-1-1流入蓄能腔9的油量较多，最终使气门的最大升程明显减小并在下止点前关闭，如图10中的曲线C和D。同理，当需要的气门最大升程较大，且气门关闭时间较晚时，则柱塞调节机构3-3调节柱塞3-2的转动角度使得周向环形槽3-2-1-1远离轴向 直槽3-2-1-2的部分和泄油孔3-1-1连通，由于周向环形槽3-2-1-1的这部分上边缘距柱塞3-2顶端的距离较大，并且这部分周向环形槽3-2-1-1深度较浅，使得周向环形槽3-2-1-1与泄油孔3-1-1连通的时间变短，周向环形槽3-2-1-1与泄油孔3-1-1形成的最小有效流通面积较小，导致柱塞油腔3-5和活塞油腔5-4内经过泄油孔3-5流入蓄能腔9的油量较少，使气门的最大升程有所减小并在下止点之后关闭，如图10中的曲线B。当需要气门完全开启，且具有较大的进气迟闭角时，则柱塞调节机构3-3通过调节柱塞3-2的转动角度使得周向环形槽3-2-1-1离轴向直槽3-2-1-2最远的末端与泄油孔3-1-1连通，甚至使周向环形槽3-2-1-1与泄油孔3-1-1始终断开，柱塞油腔3-5内经过泄油孔-1-1流入蓄能腔9的油量很少甚至等于0，此时气门升程取决于配气凸轮的型线，气门具有最大的升程和较大的进气迟闭角，如图10中的曲线A。
实施例2
如图6所示，周向环形槽3-2-1-1的横截面为圆弧形，其余结构与实施例1相同。
实施例3
如图7所示，周向环形槽3-2-1-1的上边缘距柱塞3-2顶端的距离从轴向直槽3-2-1-2开始沿柱塞3-2圆周方向逐渐增大，下边缘距柱塞3-2顶端的距离从轴向直槽3-2-1-2开始沿柱塞3-2圆周方向不变，周向环形槽3-2-1-1的深度不变。当柱塞调节机构3-3调节柱塞3-2转动不同的角度，时，周向环形槽3-2-1-1与泄油孔3-1-1连通的时刻不同，使得柱塞油腔3-5和活塞油腔5-4内经过泄油孔3-1-1流入蓄能腔9的时刻也相应变化，导致气门的最大升程也随之变化。
实施例4
如图8所示，周向环形槽3-2-1-1的上边缘与下边缘平行，并且距柱塞3-2顶端的距离从轴向直槽3-2-1-2开始沿柱塞3-2圆周方向均逐渐增大，周向环形槽3-2-1-1的深度不变。
实施例5
如图9所示，周向环形槽3-2-1-1的上边缘与下边缘平行，并且距柱塞3-2顶端的距离从轴向直槽3-2-1-2开始沿柱塞3-2圆周方向均不变，周向环形槽3-2-1-1的深度从轴向直槽3-2-1-2开始沿柱塞3-2圆周方向逐渐减小，周向环形槽3-2-1-1的横截面为矩形。
在上述5个实施例中，周向环形槽3-2-1-1的横截面形状除了为三角形、圆弧形或矩形外，还可以是梯形或本领域技术人员能够想到的符合上述原则的其他形状，均不影响本发明技术方案的实现。周向环形槽3-2-1-1的横截面形状是指周向环形槽3-2-1-1在通过柱塞芯3-2-1的中心线的纵向截面所形成的缺口形状。
根据流体力学知识，在不考虑其他因素的情况下，当流体经过横截面较大的周向环形槽3-2-1-1流入横截面较小的泄油孔3-1-1时，如图4所示，流体的流量与泄油孔3-1-1与周向环形槽3-2-1-1之间形成的侧面积有关。当泄油孔3-1-1与周向环形槽3-2-1-1之间形成的侧面积大于等于泄油孔3-1-1的横截面积，即泄油孔3-1-1与周向环形槽3-2-1-1之间的距离h大于等于泄油孔3-1-1的直径的四分之一时，流体的流量由泄油孔3-1-1的横截面积决定；当泄油孔3-1-1与周向环形槽3-2-1-1之间形成的侧面积小于泄油孔3-1-1的横截面积，即泄油孔3-1-1与周向环形槽3-2-1-1之间的距离h小于泄油孔3-1-1的直径的四分之一时，流体的流量由泄油孔3-1-1与周向环形槽3-2-1-1之间的距离h决定。
本发明中，周向环形槽3-2-1-1的全部深度或者部分深度优选为不大于泄油孔3-1-1的直径的四分之一。此时，液压油经过高压油道1-1、柱塞油腔3-5、轴向直槽3-2-1-2、周向环形槽3-2-1-1、泄油孔3-1-1和第一低压油道1-2回流至蓄能腔9内的流量得到合理控制，气门的回落速度也即得到缓控，如图9所示的曲线B3、曲线C3段，气门则不会沿图9中的曲线C3’段急剧回落，不仅能够实现气门最大升程、气门开启持续角和关闭时刻三者的连续可变，而且可以保证气门运动的升程、速度和加速度曲线变化较为平缓，不会出现较大的起伏，从而满足内燃机对气门机构动力学性能方面的需求。
进一步的，如图2和图3所示，柱塞调节机构3-3包括与柱塞套3-1的下部外圆间隙配合的控制套筒3-3-1，控制套筒3-3-1的端部优选设置有导向槽3-3-1-2，柱塞杆3-2-2的下部设置有与导向槽3-3-1-2相配合的榫舌3-2-2-2。本发明通过榫舌3-2-2-2与导向槽3-3-1-2的配合使得柱塞3-2相对于柱塞套3-1既能做往复直线运动，又能绕其中心轴转动，这种结构可以使得柱塞套3-1能够固定安装在壳体1内，避免了柱塞套3-1因相对于壳体1转动而与壳体1之间的配合间隙较大造成漏油。
此外，如图1至图3所示，柱塞调节机构3-3还可以包括电机或比例电磁铁(未示出)，控制套筒3-3-1的外圆上设置有与齿条3-3-2啮合的齿圈3-3-1-1，电机或比例电磁铁驱动连接有与齿圈3-3-1-1相啮合的齿条3-3-2。应用时，齿条3-3-2由步进电机或比例电磁铁带动。根据内燃机工况判定气门的最佳升程及开启持续期，通过控制步进电机或比例电磁铁拉动齿条3-3-2调节柱塞3-2的转动角度，改变周向环形槽3-2-1-1与泄油孔3-1-1的相对位置，控制柱塞油腔3-5内液压油的泄油开始时刻及泄油持续时间，从而实现气门最大升程、气门开启持续角和关闭时刻三者的连续可变。当柱塞3-2在配气凸轮轴、凸轮驱动组件7和柱塞弹簧3-4的共同作用下进行往复直线运动时，榫舌3-2-2-2可在导向槽3-3-1-2的导向作用下上下运动；当电机或比例电磁铁拉动齿条3-3-2运动时，由于导向槽3-3-1-2对榫舌3-2-3的限制作用，使得柱塞3-2随着控制套筒3-3-1绕柱塞3-2的中心线转动，从而实现周向环形槽3-2-1-1与泄油孔3-1-1的相对位置的改变。
此外，柱塞调节机构3-3除了可以采用齿条3-3-2与控制套筒3-3-1上的齿圈3-3-1-1相啮合外，也可以采用齿轮与齿圈3-3-1-1进行啮合传动。齿轮传动平稳，具有工作可靠、效率高和寿命长等特点。当然，也可以采用蜗轮蜗杆等传动方式调节柱塞3-2的转动角度。
优选的，柱塞杆3-2-2的末端可以设置有半球形凹槽3-2-2-1(如图7和图8所示)或者半球形凸起。当凸轮轴驱动组件7的顶端为半球形凸起时，柱塞杆3-2-2的末端则为与凸轮轴驱动组件7的半球形凸起相配合的 半球形凹槽；当凸轮轴驱动组件7的顶端为半球形凹槽时，柱塞杆3-2-2的末端则为与凸轮轴驱动组件7的半球形凸起相配合的半球形凸起。凸轮轴驱动组件7与柱塞杆3-2-2之间通过这种万向连接，能够调整其与柱塞杆3-2-2之间的角度，保证柱塞3-2在齿条3-3-2不动时始终保持往复直线运动。
当柱塞杆3-2-2的末端为平面结构或滚轮结构时，可省略凸轮轴驱动组件7使得配气凸轮轴直接驱动柱塞3-2运动。
作为本发明的另一种改进，如图1所示，活塞式气门驱动装置5上优选设置有分别与高压油道1-1连通的单向孔5-2-2和节流孔5-2-1。单向孔5-2-2内设置有活塞腔单向阀5-3，活塞腔5-4通过单向孔5-2-2和节流孔5-2-1与高压油道1-1连通。当气门组件关闭时，液压活塞5-1的顶端位于节流孔5-2-1的上方。气门组件8在关闭后，液压活塞5-1将节流孔5-2-1密封。当配气凸轮驱动柱塞3-2在上升行程时，柱塞油腔3-5的体积减小，使得高压油道1-1内的液压油的压力升高，高压油道1-1的液压油经过单向孔5-2-2和活塞腔单向阀5-3流入活塞腔5-4，推动液压活塞5-1克服气门弹簧的作用力将气门打开；随着液压活塞5-1的向下运动，节流孔5-2-1与液压活塞5-1的接触面积逐渐减小，节流孔5-2-1与活塞腔5-4的连通面积逐渐增大，则高压油道1-1内的液压油经过节流孔5-2-1流入活塞腔5-4，提高了液压活塞5-1推动气门组件的开启速度。当气门在气门弹簧的作用下回落时，由于活塞腔单向阀5-3的作用，活塞腔5-4内的液压油不能从单向孔5-2-2流入高压油道1-1，只能从节流孔5-2-1流入高压油道1-1。当气门回落到使得液压活塞5-1的圆柱面与节流孔5-2-1接触时，随着液压活塞5-1与节流孔5-2-1的接触面积的增大，节流孔5-2-1的最小有效流通面积减小，活塞腔5-4内液压油的流量逐渐减小，压力逐渐增大，则气门的落座速度逐渐减小，最后平稳落座。
本发明中，活塞腔单向阀5-3安装在液压活塞5-1和液压活塞套5-2之间，为了避免因安装活塞腔单向阀5-3而增加液压活塞5-1和液压活塞套5-2的结构尺寸，液压活塞5-1的顶端可以设置有凹槽以增加活塞腔单 向阀5-3的安装空间并满足活塞腔5-4的体积要求。
在内燃机的正常工作过程中，由于高压油道1-1内的液压油经过泄油孔3-1-1流向内燃机的机油润滑系统，引起机油润滑系统内油压的波动。为了维持机油润滑系统内的油压的稳定性，如图1所示，液压蓄能器4优选包括固定安装在壳体1上的端盖4-3、与壳体1间隙配合的蓄能活塞4-1以及设置于端盖4-3与蓄能活塞4-1之间的蓄能器弹簧4-2，蓄能活塞4-1与壳体1之间形成蓄能腔9。当机油润滑系统内的油压增大时，蓄能活塞4-1在液压油的作用下克服蓄能器弹簧4-2的作用力压向端盖4-3；当机油润滑系统内的油压降低时，蓄能活塞4-1在蓄能器弹簧4-2的作用下远离端盖4-3，以维持机油润滑系统内的油压的稳定性。
另一方面，本发明提供一种内燃机，包括上述全可变液压气门机构气门升程控制装置，结构与上相同，此处不再赘述。
本发明的内燃机工作时，凸轮驱动组件7(包括配气凸轮、挺柱和挺杆)中的配气凸轮与内燃机的曲轴一同运转，配气凸轮驱动挺柱和挺杆并与柱塞弹簧3-4共同作用使液压柱塞式控油装置3的柱塞3-2做往复直线运动，即：当凸轮处于上升段时，凸轮顶起柱塞3-2使柱塞3-2向上运动；当凸轮处于下降段时，柱塞3-2在柱塞弹簧3-4的作用下复位(即向下运动)。柱塞3-2在上升行程时，液压柱塞式控油装置3内的柱塞油腔3-5的体积减小，使得高压油道1-1内的油压升高，高压油道1-1的液压油经过活塞式气门驱动装置5内流入活塞油腔5-4内，推动液压活塞5-2克服气门弹簧的作用力将气门打开；当柱塞3-2上升到周向环形槽3-2-1-1与泄油孔3-1-1连通时，柱塞油腔3-5和活塞油腔5-4内的液压油通过轴向直槽3-2-1-2、周向环形槽3-2-1-1、泄油孔3-1-1和第一低压油道1-2流入蓄能腔9，使柱塞油腔3-5和活塞油腔5-4内的油量减少、油压降低，导致气门最大升程减小并提前回落；柱塞3-2在下降行程时，当周向环形槽3-2-1-1与泄油孔3-1-1断开连通时，蓄能腔9与高压油道1-1也即断开连通，气门随着柱塞3-2的下降逐渐回落并最终落座。
当内燃机处于中小负荷运行时，需要气门的最大升程变小，且气门关 闭时间较早，液压柱塞式控油装置3的柱塞调节机构3-3调节柱塞3-2的转动角度使得周向环形槽3-2-1-1接近轴向直槽3-2-1-2的部分和泄油孔3-1-1连通，使周向环形槽3-2-1-1与泄油孔3-1-1连通的时间较长，泄油孔3-1-1与周向环形槽3-2-1-1形成的最小有效流通面积较大，导致柱塞油腔3-5和活塞油腔5-4内经过泄油孔3-1-1流入蓄能腔9的油量较多，最终使气门的最大升程明显减小并在下止点前关闭，如图10中的曲线C和D。当内燃机处于较大负荷运行时，此时需要较大的气门升程，且气门关闭时间较晚，则柱塞调节机构3-3调节柱塞3-2的转动角度使得周向环形槽3-2-1-1远离轴向直槽3-2-1-2的部分和泄油孔3-1-1连通，使周向环形槽3-2-1-1与泄油孔3-1-1连通的时间较短、泄油孔3-1-1与周向环形槽3-2-1-1形成的最小有效流通面积较小，导致柱塞油腔3-5和活塞油腔5-4内经过泄油孔流入蓄能腔9的油量较少，最终使气门的最大升程有所减小并在下止点之后关闭，如图10中的曲线B。当内燃机处于高速全负荷运行时，需要气门完全开启，且具有较大的进气迟闭角，则柱塞调节机构3-3通过调节柱塞3-2的转动角度使得周向环形槽3-2-1-1远离轴向直槽3-2-1-2的最末端与泄油孔3-1-1连通，甚至使周向环形槽3-2-1-1与泄油孔3-1-1始终断开，柱塞油腔3-5和活塞油腔5-4内经过泄油孔3-1-1流入蓄能腔9的油量很少甚至等于0，此时气门升程取决于配气凸轮的型线，气门具有最大的升程和较大的进气迟闭角，如图10中的曲线A。
当气门关闭时，若相对应的配气凸轮仍处于下降过程，则随着柱塞3-2的下降，柱塞油腔3-5的体积增大，高压油道1-1内液压油的压力降低至小于蓄能腔9的压力时，蓄能腔9通过入口单向阀2向高压油道1-1内补充液压油，保证液压油始终充满柱塞油腔3-5、活塞油腔5-4和高压油道1-1。
综上，本发明具有以下有益效果：
(1)由柱塞芯上的周向环形槽和柱塞套上的泄油孔形成的最小有效流通面积可得到精确控制，周向环形槽3-2-1-1与泄油孔3-1-1连通的时间也可以得到准确调节，能够准确控制从泄油孔流出的油量，使气门最大升 程、气门开启持续角和关闭时刻三者的连续可变。
(2)通过控制周向环形槽3-2-1-1与泄油孔3-1-1连通的时间，并调节周向环形槽3-2-1-1和泄油孔3-1-1形成的最小有效流通面积的大小，能够精确控制液压油流出泄油孔3-1-1的流速，便于精确控制气门升程及其运动规律，满足全可变液压气门机构动力学性能的需求。
(3)本发明的全可变液压气门机构气门升程控制装置与凸轮轴上置、中置和下置的内燃机都具有很好的匹配性，使用在传统内燃机上，原机的改动较小而关键零部件无需更改。
(4)与国外现有先进技术相比，节省了高频电磁阀，因而具有结构简单、工作可靠、成本低廉的优势，
(5)一套气门升程控制装置控制一个气缸，适用于单缸和多缸内燃机，扩大了全可变液压气门机构的适用范围。
以上所述是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明所述原理的前提下，还可以作出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围。

Claims (9)

  1. 一种全可变液压气门机构气门升程控制装置，其特征在于，包括设置有高压油道的壳体，所述壳体上设置有用于连接至内燃机凸轮驱动组件的液压柱塞式控油装置、用于连接至内燃机气门组件的活塞式气门驱动装置、用于连通内燃机机油润滑系统的液压蓄能装置和入口单向阀，其中：
    所述液压柱塞式控油装置包括设置在所述壳体上的柱塞套、与所述柱塞套的内孔相配合的柱塞、使所述柱塞复位的柱塞弹簧以及调节所述柱塞转动角度的柱塞调节机构，所述柱塞包括与所述柱塞套相配合的柱塞芯和设置于所述柱塞芯下端的柱塞杆，所述柱塞芯的顶端与所述柱塞套之间形成所述柱塞油腔，所述柱塞芯的圆柱面上设置有与所述柱塞油腔连通的轴向直槽和与所述轴向直槽连通的周向环形槽，所述柱塞套的侧壁上设置有泄油孔；
    所述活塞式气门驱动装置包括液压活塞、与液压活塞相匹配的活塞套，所述液压活塞的顶端与所述活塞套之间形成与所述高压油道连通的活塞油腔；
    所述液压蓄能装置包括设置在所述壳体上的液压蓄能器以及由所述蓄能器与所述壳体构成的蓄能腔，所述壳体上设置有将所述蓄能腔与泄油孔连通的第一低压油道、将所述蓄能腔与高压油道连通的第二低压油道和将所述蓄能腔与内燃机的机油润滑系统连通的第三低压油道，所述蓄能腔能够通过所述第一低压油道、泄油孔、周向环形槽和轴向直槽与所述柱塞油腔连通；
    所述入口单向阀设置于所述高压油道与第二低压油道之间。
  2. 根据权利要求1所述的全可变液压气门机构气门升程控制装置，其特征在于，所述周向环形槽的上边缘距柱塞顶端的距离从轴向直槽开始沿柱塞圆周方向逐渐增大或不变，所述周向环形槽的深度从轴向直槽开始沿柱塞圆周方向逐渐减小；
    或者，所述周向环形槽的上边缘距柱塞顶端的距离从轴向直槽开始沿柱塞圆周方向逐渐增大，所述周向环形槽的深度不变。
  3. 根据权利要求2所述的全可变液压气门机构气门升程控制装置，其特征在于，所述周向环形槽的全部深度或部分深度不大于所述泄油孔的直径的四分之一。
  4. 根据权利要求3所述的全可变液压气门机构气门升程控制装置，其特征在于，所述周向环形槽的横截面为三角形、圆弧形、梯形或矩形。
  5. 根据权利要求1至4中任一所述的全可变液压气门机构气门升程控制装置，其特征在于，所述柱塞调节机构包括与所述柱塞套的下部外圆间隙配合的控制套筒，所述控制套筒的端部设置有导向槽，所述柱塞杆的下部设置有与所述导向槽相配合的榫舌。
  6. 根据权利要求5所述的全可变液压气门机构气门升程控制装置，其特征在于，所述柱塞调节机构还包括电机或比例电磁铁，所述控制套筒的外圆上设置有齿圈，所述电机或比例电磁铁驱动连接有与所述齿圈相啮合的齿条或齿轮。
  7. 根据权利要求1至4中任一所述的全可变液压气门机构气门升程控制装置，其特征在于，所述活塞式气门驱动装置上设置有分别与所述高压油道连通的单向孔和节流孔，所述单向孔内设置有活塞腔单向阀，所述活塞腔通过所述单向孔和节流孔与高压油道连通，当气门组件关闭时，所述液压活塞的顶端位于所述节流孔的上方。
  8. 根据权利要求1至4中任一所述的全可变液压气门机构气门升程控制装置，其特征在于，所述液压蓄能器包括固定安装在所述壳体上的端盖、与所述壳体间隙配合的蓄能活塞以及设置于所述端盖与蓄能活塞之间的蓄能器弹簧。
  9. 一种内燃机，其特征在于，包括权利要求1至8中任一所述的全可变液压气门机构气门升程控制装置。
PCT/CN2018/075467 2017-02-20 2018-02-06 全可变液压气门机构气门升程控制装置及内燃机 Ceased WO2018149333A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201710089215.9A CN107060937B (zh) 2017-02-20 2017-02-20 全可变液压气门机构气门升程控制装置及内燃机
CN201710089215.9 2017-02-20

Publications (1)

Publication Number Publication Date
WO2018149333A1 true WO2018149333A1 (zh) 2018-08-23

Family

ID=59621795

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2018/075467 Ceased WO2018149333A1 (zh) 2017-02-20 2018-02-06 全可变液压气门机构气门升程控制装置及内燃机

Country Status (2)

Country Link
CN (1) CN107060937B (zh)
WO (1) WO2018149333A1 (zh)

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109252966A (zh) * 2018-10-25 2019-01-22 上海世德子汽车零部件有限公司 一种汽车发动机节气门的阀芯控制模块
CN110159382A (zh) * 2019-07-01 2019-08-23 贵州大学 一种气门正时的电液调控装置
CN110486110A (zh) * 2019-09-12 2019-11-22 潍坊力创电子科技有限公司 具有缓冲功能的全可变电液气门机构
CN110645066A (zh) * 2019-11-07 2020-01-03 潍坊力创电子科技有限公司 压缩释放式发动机缸内制动装置
CN110700917A (zh) * 2019-11-16 2020-01-17 潍坊力创电子科技有限公司 压缩释放式发动机缸内制动装置
CN110985156A (zh) * 2020-01-04 2020-04-10 潍坊力创电子科技有限公司 具有缓冲功能的全可变电液气门系统
CN110985155A (zh) * 2020-01-04 2020-04-10 潍坊力创电子科技有限公司 全可变电液气门系统
CN111075531A (zh) * 2020-01-10 2020-04-28 潍坊力创电子科技有限公司 全可变电液气门系统
CN111102112A (zh) * 2019-12-31 2020-05-05 南岳电控（衡阳）工业技术股份有限公司 一种船用单体泵泵腔内部压力调节结构
CN111173585A (zh) * 2020-01-10 2020-05-19 潍坊力创电子科技有限公司 全可变电液气门系统
CN111206973A (zh) * 2020-01-10 2020-05-29 潍坊力创电子科技有限公司 全可变电液气门系统
CN111472859A (zh) * 2020-05-26 2020-07-31 潍坊力创电子科技有限公司 液压挺柱
CN111502791A (zh) * 2020-04-24 2020-08-07 东风商用车有限公司 一种横置柱塞式可变高度的气门桥总成
CN111894697A (zh) * 2020-09-01 2020-11-06 大连理工大学 一种高效多级制动机构
CN113738471A (zh) * 2021-09-29 2021-12-03 中船动力镇江有限公司 船用二冲程柴油机排气阀驱动器正时单元
CN115142927A (zh) * 2022-07-28 2022-10-04 无锡威孚高科技集团股份有限公司 电控液压全可变气门驱动机构
CN116044538A (zh) * 2023-03-08 2023-05-02 龙口中宇热管理系统科技有限公司 一种液压可变气门控制机构
CN117207582A (zh) * 2023-09-08 2023-12-12 南京理工大学 一种高速精密冲床下死点动态精度补偿装置
CN117345370A (zh) * 2023-12-04 2024-01-05 龙口中宇热管理系统科技有限公司 一种发动机液压三级可变气门控制机构、发动机及方法
CN120007408A (zh) * 2025-03-13 2025-05-16 一汽解放汽车有限公司 液力制动器
CN120367673A (zh) * 2025-06-27 2025-07-25 同济大学 具有机械阀和两个活塞组件的重型发动机

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107060937B (zh) * 2017-02-20 2018-05-11 山东大学 全可变液压气门机构气门升程控制装置及内燃机
CN108361088A (zh) * 2018-04-19 2018-08-03 龙口中宇热管理系统科技有限公司 一种柴油机液压可变气门机构及工作方法
CN111188662A (zh) * 2020-01-07 2020-05-22 绵阳华博精工机械有限公司 气门机构
CN112096477B (zh) * 2020-09-14 2022-08-05 龙口中宇热管理系统科技有限公司 用于控制气门开关的机构、可变气门装置及方法
CN112696246B (zh) * 2020-12-31 2024-11-26 龙口中宇热管理系统科技有限公司 一种液压全可变气门机构及发动机
CN114961916B (zh) * 2021-11-24 2024-06-14 中国船舶集团有限公司第七一一研究所 一种机械式液压控制装置和可变配气机构
CN115898585B (zh) * 2022-12-10 2023-07-21 吉林大学 电机驱动式变长度挺柱可变气门升程机构
CN116557100B (zh) * 2023-07-11 2023-10-20 龙口中宇热管理系统科技有限公司 一种发动机液压可变气门机构及工作方法
CN116792177A (zh) * 2023-08-14 2023-09-22 一汽解放汽车有限公司 可变气门升程调节装置及方法、发动机、车辆
CN116771460B (zh) * 2023-08-17 2023-11-07 潍坊力创电子科技有限公司 液压全升程连续可变气门系统
CN117569890B (zh) * 2024-01-15 2024-04-16 潍柴动力股份有限公司 发动机及其配气机构
CN120139990B (zh) * 2025-05-16 2025-08-08 龙口中宇热管理系统科技有限公司 比例电磁阀控制的液压连续可变气门机构、发动机及控制方法

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07259518A (ja) * 1994-03-25 1995-10-09 Mitsubishi Motors Corp 内燃エンジンの可変動弁装置
US6415752B1 (en) * 1999-09-17 2002-07-09 Diesel Engine Retarders, Inc. Captive volume accumulator for a lost motion system
CN101680312A (zh) * 2007-08-07 2010-03-24 史古德利集团有限责任公司 用于分开式循环发动机的液压机械阀致动系统
CN103147815A (zh) * 2011-12-07 2013-06-12 现代自动车株式会社 电动-液压可变阀门升程系统
WO2015051794A1 (de) * 2013-10-11 2015-04-16 Schaeffler Technologies AG & Co. KG Hydraulische ventilsteuerung einer brennkraftmaschine
CN104564206A (zh) * 2015-01-23 2015-04-29 吉林大学 凸轮驱动式内燃机液压全可变气门机构
CN107060937A (zh) * 2017-02-20 2017-08-18 山东大学 全可变液压气门机构气门升程控制装置及内燃机
CN206530374U (zh) * 2017-02-20 2017-09-29 山东大学 全可变液压气门机构气门升程控制装置及内燃机

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3048887A1 (de) * 1980-12-23 1982-07-22 Audi Nsu Auto Union Ag, 7107 Neckarsulm Steuerbarer ventiltrieb, insbesondere fuer die gaswechselventile einer hubkolben-brennkraftmaschine
CN103334805B (zh) * 2013-07-15 2014-04-16 山东大学 一种内燃机全可变液压气门系统的控油装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07259518A (ja) * 1994-03-25 1995-10-09 Mitsubishi Motors Corp 内燃エンジンの可変動弁装置
US6415752B1 (en) * 1999-09-17 2002-07-09 Diesel Engine Retarders, Inc. Captive volume accumulator for a lost motion system
CN101680312A (zh) * 2007-08-07 2010-03-24 史古德利集团有限责任公司 用于分开式循环发动机的液压机械阀致动系统
CN103147815A (zh) * 2011-12-07 2013-06-12 现代自动车株式会社 电动-液压可变阀门升程系统
WO2015051794A1 (de) * 2013-10-11 2015-04-16 Schaeffler Technologies AG & Co. KG Hydraulische ventilsteuerung einer brennkraftmaschine
CN104564206A (zh) * 2015-01-23 2015-04-29 吉林大学 凸轮驱动式内燃机液压全可变气门机构
CN107060937A (zh) * 2017-02-20 2017-08-18 山东大学 全可变液压气门机构气门升程控制装置及内燃机
CN206530374U (zh) * 2017-02-20 2017-09-29 山东大学 全可变液压气门机构气门升程控制装置及内燃机

Cited By (27)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109252966A (zh) * 2018-10-25 2019-01-22 上海世德子汽车零部件有限公司 一种汽车发动机节气门的阀芯控制模块
CN109252966B (zh) * 2018-10-25 2024-06-04 上海世德子汽车零部件有限公司 一种汽车发动机节气门的阀芯控制模块
CN110159382A (zh) * 2019-07-01 2019-08-23 贵州大学 一种气门正时的电液调控装置
CN110486110A (zh) * 2019-09-12 2019-11-22 潍坊力创电子科技有限公司 具有缓冲功能的全可变电液气门机构
CN110645066A (zh) * 2019-11-07 2020-01-03 潍坊力创电子科技有限公司 压缩释放式发动机缸内制动装置
CN110645066B (zh) * 2019-11-07 2024-05-10 潍坊力创电子科技有限公司 压缩释放式发动机缸内制动装置
CN110700917A (zh) * 2019-11-16 2020-01-17 潍坊力创电子科技有限公司 压缩释放式发动机缸内制动装置
CN111102112A (zh) * 2019-12-31 2020-05-05 南岳电控（衡阳）工业技术股份有限公司 一种船用单体泵泵腔内部压力调节结构
CN110985155A (zh) * 2020-01-04 2020-04-10 潍坊力创电子科技有限公司 全可变电液气门系统
CN110985156A (zh) * 2020-01-04 2020-04-10 潍坊力创电子科技有限公司 具有缓冲功能的全可变电液气门系统
CN111173585A (zh) * 2020-01-10 2020-05-19 潍坊力创电子科技有限公司 全可变电液气门系统
CN111206973A (zh) * 2020-01-10 2020-05-29 潍坊力创电子科技有限公司 全可变电液气门系统
CN111075531A (zh) * 2020-01-10 2020-04-28 潍坊力创电子科技有限公司 全可变电液气门系统
CN111502791A (zh) * 2020-04-24 2020-08-07 东风商用车有限公司 一种横置柱塞式可变高度的气门桥总成
CN111472859B (zh) * 2020-05-26 2024-05-03 潍坊力创电子科技有限公司 液压挺柱
CN111472859A (zh) * 2020-05-26 2020-07-31 潍坊力创电子科技有限公司 液压挺柱
CN111894697A (zh) * 2020-09-01 2020-11-06 大连理工大学 一种高效多级制动机构
CN113738471B (zh) * 2021-09-29 2024-05-28 中船动力镇江有限公司 船用二冲程柴油机排气阀驱动器正时单元
CN113738471A (zh) * 2021-09-29 2021-12-03 中船动力镇江有限公司 船用二冲程柴油机排气阀驱动器正时单元
CN115142927B (zh) * 2022-07-28 2023-09-08 无锡威孚高科技集团股份有限公司 电控液压全可变气门驱动机构
CN115142927A (zh) * 2022-07-28 2022-10-04 无锡威孚高科技集团股份有限公司 电控液压全可变气门驱动机构
CN116044538A (zh) * 2023-03-08 2023-05-02 龙口中宇热管理系统科技有限公司 一种液压可变气门控制机构
CN117207582A (zh) * 2023-09-08 2023-12-12 南京理工大学 一种高速精密冲床下死点动态精度补偿装置
CN117345370B (zh) * 2023-12-04 2024-02-27 龙口中宇热管理系统科技有限公司 一种发动机液压三级可变气门控制机构、发动机及方法
CN117345370A (zh) * 2023-12-04 2024-01-05 龙口中宇热管理系统科技有限公司 一种发动机液压三级可变气门控制机构、发动机及方法
CN120007408A (zh) * 2025-03-13 2025-05-16 一汽解放汽车有限公司 液力制动器
CN120367673A (zh) * 2025-06-27 2025-07-25 同济大学 具有机械阀和两个活塞组件的重型发动机

Also Published As

Publication number Publication date
CN107060937B (zh) 2018-05-11
CN107060937A (zh) 2017-08-18

Similar Documents

Publication Publication Date Title
CN107060937B (zh) 全可变液压气门机构气门升程控制装置及内燃机
JP5642925B2 (ja) 高圧燃料ポンプ
JP4701227B2 (ja) プランジャ式高圧燃料ポンプ
EP3943717B1 (en) Hydraulic valve mechanism achieving variable number of times of opening of valve, and internal combustion engine
CN206530374U (zh) 全可变液压气门机构气门升程控制装置及内燃机
CN103339356A (zh) 用于控制可变压缩比发动机的管状控制阀
WO1993020337A1 (en) Lost motion actuator
CN108590799A (zh) 一种液压驱动的全可变配气机构
CN109339896B (zh) 全可变电液气门装置
US20100180875A1 (en) Seating control device for a valve for a split-cycle engine
CN108240244B (zh) 柴油机进气门可变系统及柴油机
US5372114A (en) Dampened pressure regulating and load cell tappet
KR20010062690A (ko) 복합 초기 주입 및 피크 주입 압력 조절기를 구비한 연료주입 조립체
JPH08284620A (ja) ラッシュアジャスタ及びラッシュアジャスタを備えた内燃機関
CN110593983B (zh) 一种集成式低压补油排气阀驱动装置
KR101594196B1 (ko) 헬리컬 커트형 플런저에 의한 가변 밸브 타이밍 장치
CN107676145B (zh) 发动机气门停关组件
JP2017206970A (ja) 内燃機関の動弁装置と内燃機関
CN207568673U (zh) 发动机气门停关组件
CN220979594U (zh) 一种全可变液压气门机构的液压系统
WO2021139564A1 (zh) 全可变电液气门系统
CN207177988U (zh) 一种电机控制式液压驱动可变气门机构
CN205478041U (zh) 一种电控单体泵
CN111636942B (zh) 一种液压驱动可变气门正时机构
US20050279297A1 (en) Cam for actuating a valve mechanism of an internal combustion engine

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18753625

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18753625

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 18753625

Country of ref document: EP

Kind code of ref document: A1

32PN Ep: public notification in the ep bulletin as address of the adressee cannot be established

Free format text: NOTING OF LOSS OF RIGHTS PURSUANT TO RULE 112(1) EPC (EPO FORM 1205 DATED 07.10.2019)

122 Ep: pct application non-entry in european phase

Ref document number: 18753625

Country of ref document: EP

Kind code of ref document: A1