WO2018223798A1 - 一种双凸轮轴开关支点式变模式气门驱动系统 - Google Patents

一种双凸轮轴开关支点式变模式气门驱动系统 Download PDF

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Publication number
WO2018223798A1
WO2018223798A1 PCT/CN2018/086055 CN2018086055W WO2018223798A1 WO 2018223798 A1 WO2018223798 A1 WO 2018223798A1 CN 2018086055 W CN2018086055 W CN 2018086055W WO 2018223798 A1 WO2018223798 A1 WO 2018223798A1
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WIPO (PCT)
Prior art keywords
brake
assembly
valve
drive
fulcrum
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/CN2018/086055
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English (en)
French (fr)
Inventor
隆武强
崔靖晨
田华
王阳
冯立岩
刘威
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Dalian University of Technology
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Dalian University of Technology
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 Dalian University of Technology filed Critical Dalian University of Technology
Priority to JP2019566912A priority Critical patent/JP6905282B2/ja
Publication of WO2018223798A1 publication Critical patent/WO2018223798A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • 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
    • 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
    • F01L9/14—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 the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve

Definitions

  • the invention relates to a double camshaft switch fulcrum type variable mode valve drive system, belonging to the field of engine valve driving, cylinder deactivation and auxiliary braking.
  • auxiliary brake systems As one of the necessary accessories for vehicles.
  • auxiliary braking systems have problems such as overheating of the brake components for a long time, rapid reduction of braking efficiency, low controllability of the braking efficiency, easy deviation of the vehicle during braking, and occupation of the vehicle space by the braking system.
  • the decompression assisted braking technology has the best braking effect. It is based on the operation of the intake and exhaust valves, and opens the row with a small opening near the compression top dead center.
  • the valve or the pressure reducing valve realizes the decompression braking effect.
  • the engine realizes one braking cycle every 720° crank angle, which belongs to the four-stroke braking, but the braking effect cannot meet the requirements of the vehicle during heavy load braking.
  • variable valve drive system Since the existing practical variable valve drive system is mostly used in a four-stroke drive mode engine and cannot meet the requirements of a variable mode engine, a simple and compact structure, low cost, high reliability, and meeting the requirements of a variable mode engine are developed.
  • the valve drive system is imperative.
  • the intake/exhaust door opening frequency, the opening timing and the opening duration are greatly different, which greatly increases the development difficulty of the variable mode valve driving system.
  • the company has proposed an HPD mechanism that enables flexible switching of the engine's four-stroke drive mode and two-stroke brake mode. According to the company (SAE 2016-01-8061), HPD organizations have serious problems such as leakage.
  • the mechanism also has the problems that the driving and braking adjustment mechanisms are mounted on the rocker arm, and the number of moving parts is large, and the quality is large, which is disadvantageous to the low energy consumption of the valve driving system; in addition, the motion inertia force of the rocker arm is large, The contact parts of the various components of the system are prone to damage.
  • the driving oil of the mechanism is guided from the fixed arm shaft of the rocker arm to the moving point of the rocker arm to adjust the driving and braking adjustment mechanism, and the oil path is complicated and the processing is not easy.
  • variable mode valve drive system is imperative.
  • the object of the present invention is to design a dual camshaft switch fulcrum variable mode valve drive system for: (a) in order to achieve low engine fuel consumption, low emissions and efficient braking operation, a valve drive system is required to achieve four Various modes such as stroke drive mode, two-stroke brake mode, and cylinder stop. (b) In order to meet the market demand, the valve drive system is required to realize a simple and compact structure, reliable operation, low cost, low energy consumption, zero leakage and the like. (c) In order to expand the scope of application, different layouts are required for different models; in order to further improve engine performance, the system needs to be easily compatible with existing variable valve mechanisms. (d) In order to reduce system cost, it is necessary to reduce the number of control valves. (e) In order to improve the versatility and interchangeability of components, it is necessary to use standard components or design them as separate modules.
  • the dual camshaft switch fulcrum variable mode valve drive system includes an exhaust valve assembly and an intake valve assembly. It also includes a cam disposed on the camshaft, a rocker arm, a drive fulcrum assembly mounted on the fixture, a brake fulcrum assembly, and a rocker return spring.
  • An exhaust brake cam and an exhaust drive cam are disposed on the exhaust camshaft, and an intake drive cam and an intake brake cam are disposed on the intake camshaft.
  • the rocker arm includes an exhaust brake rocker arm, an exhaust drive rocker arm, an intake drive rocker arm, and an intake brake rocker arm.
  • the drive fulcrum assembly includes an exhaust drive fulcrum assembly and an intake drive fulcrum assembly.
  • the brake fulcrum assembly includes an exhaust brake fulcrum assembly and an intake brake fulcrum assembly.
  • the rocker return spring includes an exhaust brake rocker return spring and an intake brake rocker return spring.
  • the exhaust brake rocker arm is in contact with the fulcrum of the exhaust brake fulcrum assembly, the exhaust brake cam, and the exhaust brake rocker return spring.
  • the exhaust drive rocker arm is in contact with the fulcrum of the exhaust drive fulcrum assembly and the exhaust drive cam.
  • the intake drive rocker arm is in contact with the fulcrum of the intake drive fulcrum assembly and the intake drive cam.
  • the intake brake rocker arm is in contact with the fulcrum of the intake brake fulcrum assembly, the intake brake cam, and the intake brake rocker return spring.
  • the exhaust brake rocker arm and the exhaust drive rocker arm drive the exhaust valve assembly directly or through a valve train block, or drive the exhaust valve assembly through a valve bridge assembly.
  • the intake drive rocker arm and the intake brake rocker arm drive the intake valve assembly directly or through the valve drive block on the intake side, or drive the intake valve assembly through the valve bridge assembly.
  • the exhaust drive fulcrum assembly and the intake drive fulcrum assembly of the working cylinder operate, and the exhaust brake fulcrum assembly and the intake brake fulcrum assembly fail.
  • the exhaust drive fulcrum assembly and the intake drive fulcrum assembly of the working cylinder fail, the exhaust brake fulcrum assembly and the intake brake fulcrum assembly operate.
  • the exhaust drive fulcrum assembly, the intake drive fulcrum assembly, the exhaust brake fulcrum assembly, and the intake brake fulcrum assembly of the stopped cylinder are disabled.
  • the drive fulcrum assembly includes at least a drive piston, a lock block, a lock spring, and a drive return spring.
  • the drive fulcrum assembly also includes a combination of a drive fulcrum assembly bushing, a hydraulic lash adjustment assembly, or a drive fulcrum assembly bushing and a hydraulic lash adjustment assembly.
  • the brake fulcrum assembly brake fulcrum assembly employs a first brake fulcrum assembly or a second brake fulcrum assembly.
  • the first brake fulcrum assembly includes at least a brake piston, a brake spool valve body, a brake spool return spring, a brake check valve spool, and a brake check valve return spring.
  • the first brake fulcrum assembly further includes a brake piston bushing, a spool bushing or a combination of a brake piston bushing and a spool bushing.
  • the second brake fulcrum assembly includes at least a second piston, a first lock block, a second lock block, a brake lock spring, and a brake return spring.
  • the second brake fulcrum assembly further includes a brake fulcrum assembly bushing, a hydraulic lash adjustment assembly, or a combination of a brake fulcrum assembly bushing and a hydraulic lash adjustment assembly.
  • valve assembly When the rocker arm directly drives the valve assembly, the valve assembly includes a valve drive input and a valve brake input.
  • the drive rocker arm is in contact with the valve drive input end, and the brake rocker arm is in contact with the valve brake input end.
  • the valve train block includes a drive input, a brake input, and an output.
  • the drive rocker arm is in contact with the drive input end
  • the brake rocker arm is in contact with the brake input end
  • the output end drives the valve assembly.
  • the exhaust valve assembly includes a first exhaust valve assembly and a second exhaust valve assembly, the intake valve assembly including a first intake valve assembly and a second intake valve assembly.
  • the valve bridge assembly employs a first valve bridge assembly, a second valve bridge assembly, or a third valve bridge assembly.
  • the first valve bridge assembly includes a first valve bridge and a first transmission rod.
  • the first valve bridge drives the first transmission rod through the boss.
  • the first valve bridge includes a first drive input and a first valve bridge output.
  • the first transmission rod includes a first brake input and a first transmission rod output.
  • the second valve bridge assembly includes a second valve bridge and a drive rocker return spring.
  • the second valve bridge includes a second brake input, a second drive input, a second valve bridge first output, and a second valve bridge second output.
  • the third valve bridge assembly includes a third valve bridge and a second transmission rod, the third valve bridge drives the second transmission rod through the hinge and the boss, the third valve bridge includes a third drive input end and a third valve bridge output end, The second transmission rod includes a third brake input end and a second transmission rod output end.
  • the first valve bridge assembly is adopted for the exhaust side or the intake side, the driving rocker arm is in contact with the first driving input end, the braking rocker arm is in contact with the first brake input end, the first valve bridge output end and the first transmission
  • the rod outputs are in contact with two valve assemblies, respectively.
  • a second valve bridge assembly is adopted for the exhaust side or the intake side, the driving rocker arm is in contact with the second driving input end, the braking rocker arm is in contact with the second brake input end, the second valve bridge first output end and the second The second output end of the two valve bridge is in contact with the two valve assemblies.
  • the third valve bridge assembly is adopted for the exhaust side or the intake side, the driving rocker arm is in contact with the third driving input end, the braking rocker arm is in contact with the third brake input end, the third valve bridge output end and the second transmission
  • the rod outputs are in contact with two valve assemblies, respectively.
  • a variable valve mechanism can also be provided between any two contact ends between the cam and the valve assembly.
  • a camshaft phase adjustment mechanism is provided on the camshaft. The cam is in direct contact with the rocker arm or through the tappet and the push rod.
  • the double camshaft switch fulcrum type variable mode valve drive system mainly includes an exhaust brake cam, an exhaust drive cam, an intake drive cam, an intake brake cam, an exhaust brake rocker arm, an exhaust drive rocker arm, and a feed. Air driven rocker arm, intake brake rocker arm, exhaust brake fulcrum assembly, exhaust drive fulcrum assembly, intake drive fulcrum assembly, intake brake fulcrum assembly, and the like. (a) By controlling the state of each fulcrum, various working modes such as four-stroke driving mode, two-stroke braking mode, and cylinder deactivation are realized, achieving the purpose of low fuel consumption, low emissions, and high-efficiency braking of the engine.
  • the driving fulcrum assembly and the brake fulcrum assembly are all mounted in the fixing member, which can reduce the number of moving parts of the valve driving system, reduce the quality thereof, realize low energy consumption and improve reliability; on the other hand, the dynamic sealing adopts the conventional column
  • the plug seal is sealed, and the static seal is sealed by a conventional seal ring, which not only ensures zero leakage, but also has low cost.
  • the drive fulcrum assembly can integrate the function of hydraulic clearance adjustment, and has the features of automatically compensating the valve clearance, reducing the impact, and improving the service life of each part, so as to improve the engine working reliability, reduce noise and reduce vibration.
  • the fulcrum assembly arrangement position of the present invention determines that the oil passage arrangement of the present invention is compact and reduces the processing difficulty. For the system solution in which the fulcrum is located in the middle of the rocker arm, this also greatly reduces the number of control valves. For example, when the cylinder deactivation mode is used, a control valve can be used to simultaneously control the intake drive fulcrum assembly and the exhaust drive fulcrum assembly, a control valve.
  • a control valve can be used to simultaneously control the intake drive fulcrum assembly and the exhaust drive fulcrum assembly, the intake brake fulcrum assembly and the platoon Air brake fulcrum assembly; a reduction in the number of control valves can reduce system cost.
  • the system structure is simple and compact, high reliability, low cost, low energy consumption, zero leakage, high potential for practical use in a short period of time, and has a good application prospect.
  • Figure 1 is a schematic view showing the exhaust side fulcrum of the first embodiment of the swing arm system.
  • Figure 2 is a schematic view showing the intake side fulcrum of the first embodiment of the swing arm system.
  • Figure 3 is a schematic view showing the intake side fulcrum of the first aspect of the rocker arm system.
  • FIG. 4 is a schematic view showing the exhaust side fulcrum of the first scheme of the rocker arm system.
  • Figure 5 is a schematic view showing the exhaust side fulcrum of the second embodiment of the swing arm system.
  • Figure 6 is a schematic view showing the intake side fulcrum of the second embodiment of the swing arm system.
  • Figure 7 is a schematic view showing the intake side fulcrum of the second embodiment of the rocker arm system.
  • Figure 8 is a schematic view showing the exhaust side fulcrum of the second scheme of the rocker arm system.
  • Figure 9 is a schematic view of the first valve bridge assembly.
  • Figure 10 is a schematic view of the second valve bridge.
  • Figure 11 is a schematic view of the third valve bridge assembly.
  • Figure 12 is a schematic view of a first embodiment of a drive fulcrum assembly.
  • Figure 13 is a schematic view of a second scheme of the drive fulcrum assembly.
  • Figure 14 is a schematic view of a third embodiment of the drive fulcrum assembly.
  • Figure 15 is a schematic view of a fourth embodiment of the drive fulcrum assembly.
  • Figure 16 is a schematic view of the fifth embodiment of the drive fulcrum assembly.
  • Figure 17 is a first schematic view of the first brake fulcrum assembly.
  • Figure 18 is a second schematic view of the first brake fulcrum assembly.
  • 19 is a schematic view of a third scheme of the first brake fulcrum assembly.
  • Figure 20 is a fourth schematic view of the first brake fulcrum assembly.
  • 21 is a first schematic view of a second brake fulcrum assembly.
  • Figure 22 is a second schematic view of the second brake fulcrum assembly.
  • Figure 23 is a schematic view of a third embodiment of the second brake fulcrum assembly.
  • Figure 24 is a fourth schematic view of the second brake fulcrum assembly.
  • Figure 25 is a schematic view of a fifth embodiment of the second brake fulcrum assembly.
  • Figure 26 is a fifth schematic view of the first brake fulcrum assembly.
  • Figure 27 is a schematic view of a valve train block.
  • Figure 28 is a schematic view of the valve head when the rocker directly drives the valve.
  • the invention relates to a double camshaft switch fulcrum type variable mode valve drive system. It includes an exhaust valve assembly and an intake valve assembly. It also includes a cam disposed on the camshaft, a rocker arm, a drive fulcrum assembly mounted on the fixture, a brake fulcrum assembly, and a rocker return spring. An exhaust brake cam 101 and an exhaust drive cam 102 are disposed on the exhaust camshaft 10, and an intake drive cam 113 and an intake brake cam 114 are disposed on the intake camshaft 11.
  • the rocker arm includes an exhaust brake rocker arm 201, an exhaust drive rocker arm 202, an intake drive rocker arm 203, and an intake brake rocker arm 204.
  • the drive fulcrum assembly includes an exhaust drive fulcrum assembly 301 and an intake drive fulcrum assembly 302 that includes an exhaust brake fulcrum assembly 401 and an intake brake fulcrum assembly 402.
  • the rocker return spring includes an exhaust brake rocker return spring 701 and an intake brake rocker return spring 702.
  • the exhaust brake rocker arm 201 is in contact with the fulcrum of the exhaust brake fulcrum assembly 401, the exhaust brake cam 101, and the exhaust brake rocker return spring 701.
  • the exhaust drive rocker arm 202 is in contact with the fulcrum of the exhaust drive fulcrum assembly 301 and the exhaust drive cam 102.
  • the intake drive rocker arm 203 is in contact with the fulcrum of the intake drive fulcrum assembly 302 and the intake drive cam 113.
  • the intake brake rocker arm 204 is in contact with the fulcrum of the intake brake fulcrum assembly 402, the intake brake cam 114, and the intake brake rocker return spring 702.
  • the exhaust brake rocker arm 201 and the exhaust drive rocker arm 202 drive the exhaust valve assembly directly or through a valve train block, or drive the exhaust valve assembly through a valve bridge assembly.
  • the intake drive rocker arm 203 and the intake brake rocker arm 204 drive the intake valve assembly directly or through the valve drive block on the intake side, or drive the intake valve assembly through the valve bridge assembly.
  • Figures 1-8 are schematic views of four embodiments of the system.
  • FIG 27 is a schematic view of a valve train block.
  • the valve transmission block includes a drive input terminal 5001, a brake input terminal 5002 and an output terminal 5003.
  • the drive rocker arm is in contact with the drive input terminal 5001, the brake rocker arm is in contact with the brake input terminal 5002, and the output terminal 5003 drives the valve assembly.
  • Figure 28 is a schematic view of the valve head when the rocker directly drives the valve. At this time, the valve head includes a valve drive input end 5101 and a valve brake input end 5102; the drive rocker arm is in contact with the valve drive input end 5101, and the brake rocker arm is in contact with the valve brake input end 5102.
  • the brake rocker arm and the drive rocker arm drive the valve assembly through the valve bridge assembly for more than one valve on the intake or exhaust side.
  • the exhaust valve assembly may include a first exhaust valve assembly 611 and a second exhaust valve assembly 612, or the intake valve assembly may include a first intake valve assembly 621 and a second intake valve assembly 622.
  • the valve bridge assembly employs a first valve bridge assembly 501, a second valve bridge assembly 502, or a third valve bridge assembly.
  • Figure 9 is a schematic view of the first valve bridge assembly.
  • the first valve bridge assembly 501 includes a first valve bridge 511 and a first transmission rod 512.
  • the first valve bridge 511 drives the first transmission rod 512 through a boss.
  • the first valve bridge 511 includes a first drive input end 5111 and a first valve.
  • the first transmission rod 512 includes a first brake input end 5121 and a first transmission rod output end 5122.
  • Figure 10 is a schematic view of the second valve bridge.
  • the second valve bridge assembly 502 includes a second valve bridge 521 and a drive rocker return spring 522.
  • the second valve bridge 521 includes a second brake input terminal 5211, a second drive input end 5212, and a second valve bridge first output end 5213. And a second valve bridge second output 5214.
  • Figure 11 is a schematic view of the third valve bridge assembly.
  • the third valve bridge assembly includes a third valve bridge 531 and a second transmission rod 532.
  • the third valve bridge 531 drives the second transmission rod 532 through a hinge and a boss.
  • the third valve bridge 531 includes a third drive input end 5311 and a third The valve bridge output end 5312, the second transmission rod 532 includes a third brake input end 5321 and a second transmission rod output end 5322.
  • the first valve bridge assembly 501 is adopted for the exhaust side or the intake side, the driving rocker arm is in contact with the first driving input end 5111, the braking rocker arm is in contact with the first brake input end 5121, and the first valve bridge output end 5112 And the first transmission rod output end 5122 is in contact with the two valve assemblies, respectively.
  • the second valve bridge assembly 502 is used for the exhaust side or the intake side, the driving rocker arm is in contact with the second driving input end 5212, the braking rocker arm is in contact with the second brake input end 5211, and the second valve bridge first output is End 5213 and second valve bridge second output 5214 are in contact with the two valve assemblies, respectively.
  • a third valve bridge assembly is used, the drive rocker arm is in contact with the third drive input end 5311, the brake rocker arm is in contact with the third brake input end 5321, and the third valve bridge output end 5312 is The second drive rod output 5322 is in contact with the two valve assemblies, respectively.
  • the two valves When the first valve bridge assembly 501 or the third valve bridge assembly is used, in the driving mode, the two valves operate synchronously; in the braking mode, one valve operates and the other valve is completely closed, wherein the second transmission rod 532 is further
  • the amplification effect is that the amount of movement of the third brake input end 5321 is amplified to the second transmission rod output end 5322.
  • the two valves With the second valve bridge assembly 502, the two valves operate synchronously in the drive and brake modes.
  • a variable valve mechanism 13 may also be disposed between any two contact ends between the cam and the valve assembly, and a camshaft phase adjustment mechanism 12 may be disposed on the cam shaft to implement a variable valve event in each mode, ultimately Achieve better low fuel consumption, low emissions and efficient braking in the full range of engine drive-brake conditions.
  • the cam is in direct contact with the rocker arm through the tappet and push rod to accommodate different engine models.
  • FIGS. 1 through 8 illustrate several examples of such dual camshaft switch fulcrum variable mode valve actuation systems.
  • 1 and 2 are schematic views of a first embodiment of a swing arm system. The cam is located in the middle of the rocker arm, the first valve bridge assembly 501 is employed on the exhaust side, and the second valve bridge assembly 502 is employed on the intake side.
  • 3 and 4 are schematic views of the first scheme of the rocker arm system.
  • the cam is located at the end of the rocker arm, the first valve bridge assembly 501 is employed on the exhaust side, and the second valve bridge assembly 502 is employed on the intake side.
  • 5 and 6 are schematic views of a second embodiment of a swing arm system. The cam is located at a central position of the rocker arm, and the first valve bridge assembly 501 is employed for both the exhaust side and the intake side.
  • 7 and 8 are schematic views of a second scheme of the rocker arm system. The cam is located at the end of the rocker arm, and the first valve bridge assembly 501 is employed on both the exhaust side and the intake side.
  • the exhaust drive fulcrum assembly 301 and the intake drive fulcrum assembly 302 of the working cylinder operate, and the exhaust brake fulcrum assembly 401 and the intake brake fulcrum assembly 402 fail.
  • the exhaust brake brake cam 101 is deactivated by the exhaust brake brake arm return spring 701, and the exhaust brake cam 101 is actuated by the exhaust brake rocker return spring 701.
  • the exhaust valve cannot be driven by the exhaust brake rocker arm 201; since the intake brake fulcrum assembly 402 fails, the intake brake cam 114 cannot pass the intake brake rocker arm under the action of the intake brake rocker return spring 702 204 drives the intake valve.
  • the exhaust drive cam 102 When the exhaust valve side adopts the first valve bridge assembly 501, since the exhaust drive fulcrum assembly 301 operates, the exhaust drive cam 102 simultaneously drives the first exhaust valve assembly through the exhaust drive rocker arm 202 and the first valve bridge assembly 501. 611 and second exhaust valve assembly 612.
  • the exhaust drive cam 102 When the second valve bridge assembly 502 is employed on the exhaust side, since the exhaust drive fulcrum assembly 301 operates, the exhaust drive cam 102 simultaneously drives the first exhaust valve assembly 611 through the exhaust drive rocker arm 202 and the second valve bridge 521. And a second exhaust valve assembly 612.
  • the intake drive cam 113 When the intake valve side adopts the first valve bridge assembly 501, since the intake drive fulcrum assembly 302 operates, the intake drive cam 113 simultaneously drives the first intake valve assembly through the intake drive rocker arm 203 and the first valve bridge assembly 501. 621 and a second intake valve assembly 622.
  • the intake drive cam 113 When the second valve bridge assembly 502 is employed on the intake side, since the intake drive fulcrum assembly 302 operates, the intake drive cam 113 simultaneously drives the first intake valve assembly 621 through the intake drive rocker arm 203 and the second valve bridge 521. And a second intake valve assembly 622.
  • the exhaust drive fulcrum assembly 301 and the intake drive fulcrum assembly 302 of the working cylinder are deactivated, and the exhaust brake fulcrum assembly 401 and the intake brake fulcrum assembly 402 operate.
  • the exhaust valve side adopts the first valve bridge assembly 501
  • the exhaust drive cam 102 cannot drive the rocker arm through the exhaust force under the spring force of the first exhaust valve assembly 611.
  • 202 and the first valve bridge assembly 501 drives the first exhaust valve assembly 611 and the second exhaust valve assembly 612; since the exhaust brake fulcrum assembly 401 operates, the exhaust brake cam 101 passes through the exhaust brake rocker arm 201 and The first transmission rod 512 drives the second exhaust valve assembly 612.
  • the exhaust drive cam 102 cannot drive the rocker arm 202 and the second through the exhaust by the drive of the rocker return spring 522 due to the failure of the exhaust drive fulcrum assembly 301.
  • the valve bridge 521 drives the first exhaust valve assembly 611 and the second exhaust valve assembly 612; since the exhaust brake fulcrum assembly 401 operates, the exhaust brake cam 101 passes through the exhaust brake rocker arm 201 and the second valve bridge 521 The first exhaust valve assembly 611 and the second exhaust valve assembly 612 are simultaneously driven.
  • the intake drive cam 113 cannot drive the rocker arm through the intake force under the spring force of the second intake valve assembly 622.
  • 203 and the first valve bridge assembly 501 drives the first intake valve assembly 621 and the second intake valve assembly 622; as the intake brake fulcrum assembly 402 operates, the intake brake cam 114 passes through the intake brake rocker arm 204 and The first transmission rod 512 drives the second intake valve assembly 622.
  • the intake drive cam 113 cannot drive the rocker arm 203 and the second through the intake of the rocker return spring 522.
  • the valve bridge 521 drives the first intake valve assembly 621 and the second intake valve assembly 622; the intake brake cam 114 passes through the intake brake rocker arm 204 and the second valve bridge 521 as the intake brake fulcrum assembly 402 operates.
  • the first intake valve assembly 621 and the second intake valve assembly 622 are simultaneously driven.
  • the exhaust brake cam 101 has at least two protrusions to open the exhaust valve near the top dead center for exhausting, and it is also possible to add a protrusion to open the exhaust valve near the bottom dead center to the exhaust pipe. The gas is drawn into the cylinder to increase the amount of compressed gas in the cylinder to increase the brake output.
  • the exhaust drive fulcrum assembly 301, the intake drive fulcrum assembly 302, the exhaust brake fulcrum assembly 401, and the intake brake fulcrum assembly 402 of the stop cylinder are disabled, so all intake and exhaust valves are Stay closed.
  • FIG 12 - Figure 16 are schematic diagrams of five schemes for driving the fulcrum assembly, respectively.
  • the drive fulcrum assembly includes at least a drive piston 31, a lock block 32, a lock spring 33, and a drive return spring 34.
  • the drive fulcrum control oil passage 811 is high pressure oil
  • the drive lock spring 33 is compressed, the lock block 32 is fully pushed back into the drive piston 31, and the drive piston 31 can reciprocate within the fixture 8, that is, the drive fulcrum assembly fails.
  • the locking block 32 When the driving fulcrum control oil passage 811 is low pressure oil, the locking block 32 is pushed into the fixing member 8 by the driving lock spring 33, that is, the locking block 32 is simultaneously in the driving piston 31 and the fixing member 8, driving the piston 31 is fixed relative to the fixing member 8, that is, the driving fulcrum assembly works.
  • the drive fulcrum assembly may also include a combination of a drive fulcrum assembly bushing 35, a hydraulic lash adjustment assembly or a drive fulcrum assembly bushing 35 and a hydraulic lash adjustment assembly.
  • FIG. 13 is a case including the drive fulcrum assembly bushing 35.
  • 14 and 15 are each including a case of a hydraulic gap adjusting assembly.
  • Figure 16 is a view including the drive fulcrum assembly bushing 35 and the hydraulic lash adjustment assembly.
  • the fixing member 8 is further provided with a gap adjusting oil delivery path 812.
  • FIG. 13 is a case including the drive fulcrum assembly bushing 35.
  • 14 and 15 are each including a case of a hydraulic gap adjusting assembly.
  • Figure 16 is a view including the drive fulcrum assembly bushing 35 and the hydraulic lash adjustment assembly.
  • the hydraulic lash adjustment assembly includes an HLA spool 61, an HLA check valve 62, an HLA check valve spring 63, an HLA check valve spring seat 64, an HLA spool return spring 65, and an HLA limit 66.
  • the HLA one-way spool 62 divides the oil chamber within the hydraulic lash adjustment assembly into an HLA low pressure chamber 67 and an HLA high pressure chamber 68.
  • the hydraulic oil in the HLA high pressure chamber 68 automatically adjusts the position of the HLA spool 61 relative to the drive piston 31 to realize the valve clearance adjustment function.
  • the hydraulic lash adjustment assembly includes an HLA spool 61, an HLA check valve 62, an HLA check valve spring 63, an HLA check valve spring seat 64, an HLA spool return spring 65, an HLA limit 66, and an HLA valve.
  • the HLA one-way spool 62 divides the oil chamber within the hydraulic lash adjustment assembly into an HLA low pressure chamber 67 and an HLA high pressure chamber 68.
  • the HLA limit 66 fixes the driving piston 31 and the HLA valve body 69 integrally.
  • the hydraulic oil in the HLA high pressure chamber 68 automatically adjusts the position of the HLA valve body 61 relative to the HLA valve body 69, that is, adjusts the HLA spool 61 relative to the driving piston 31. Position, the valve clearance adjustment function is realized.
  • the drive fulcrum assembly increases the function of automatically compensating for the change of the valve clearance due to machining, assembly, wear, cold and hot temperature changes, and reduces the impact on the premise of ensuring the transmission of the power of the valve drive system. Improve the service life of each part to improve engine reliability, reduce noise and reduce vibration.
  • the drive fulcrum assembly bushing 35 is driven, the drive fulcrum assembly becomes a separate module, which improves the versatility and replaceability of the components.
  • the brake fulcrum assembly employs a first brake fulcrum assembly or a second brake fulcrum assembly.
  • the first brake fulcrum assembly includes at least a brake piston 40, a brake spool valve body 41, a brake spool return spring 42, a brake check valve spool 43, and a brake check valve return spring 44. 17 to 20 and 26 are schematic views of five schemes of the first brake fulcrum assembly, respectively.
  • the first brake fulcrum assembly includes at least a brake piston 40, a brake spool valve body 41, a brake spool return spring 42, a brake check valve spool 43, and a brake check valve return spring 44.
  • the purpose of the first blocking block 45 is to ensure that the brake check valve spool 43 and the brake check valve return spring 44 can be installed in the brake spool valve body 41 and form a one-way oil chamber 410.
  • 17 is provided with a first blocking block 45 on the brake spool valve body 41 on the right side of the brake check valve spool 43
  • FIG. 18 is a brake spool valve body 41 on the left side of the brake check valve spool 43.
  • the first blocking block 45 is disposed on the upper block. 17 to 20, the purpose of providing the second blocking block 46 is to ensure the disassembly and assembly of the brake spool valve body 41 and the brake spool return spring 42, the fixed spring seat serving as the brake spool return spring 42, and the guarantee.
  • FIG. 19 is provided with a third blocking block 49 on the fixing member 8 on the left side of the brake check valve spool 43, the purpose of which is to serve as the left end limit of the brake check valve spool 43 and to ensure the brake fulcrum control oil passage 823. Unblocked. As shown in Fig. 26, the oil passage direction of the oil passage 823 is controlled by changing the brake fulcrum, and the brake check valve spool 43 is restrained by the fixing member or the spool bushing 48, so that the third block 49 can be eliminated. .
  • the brake fulcrum control oil passage 823 When the brake fulcrum control oil passage 823 is low pressure oil, the brake spool return spring 42 keeps the brake spool valve body 41 in the left side failure position, and the brake check valve return spring 44 maintains the brake check valve spool 43 is in the left closed position.
  • the brake fulcrum driving oil passage 821 is connected to the brake fulcrum drain oil passage 822, the brake fulcrum control oil passage 823 is cut off, and the brake piston 40 is at the lower end failure position, that is, the first The brake fulcrum assembly has failed.
  • the first brake fulcrum assembly also includes a combination of brake piston bushing 47, spool bushing 48 or brake piston bushing 47 and spool bushing 48.
  • FIG. 20 is a view including the brake piston bushing 47 and the spool bushing 48.
  • the brake piston bushing 47 or the spool bushing 48 can also improve the versatility and replaceability of the components.
  • the second brake fulcrum assembly includes at least a second piston 431, a first locking block 432A, a second locking block 432B, a brake lock spring 433, and a brake return spring 434.
  • the second brake fulcrum assembly further includes a combination of a brake fulcrum assembly bushing 435, a hydraulic lash adjustment assembly or a brake fulcrum assembly bushing 435 and a hydraulic lash adjustment assembly.
  • 21-25 are schematic views of five embodiments of the second brake fulcrum assembly, respectively. Similar to the structure and operation of the drive fulcrum assembly, the difference is that the second brake fulcrum assembly has a first locking block 432A and a second locking block 432B.
  • the second piston 431 can reciprocate within the fixture 8, i.e., the second brake fulcrum assembly fails.
  • the brake fulcrum control oil passage 823 is high pressure oil
  • the brake return spring 434 is compressed, and the second lock block 432B and the first lock block 432A are both pushed toward the inside of the second piston 431.
  • the second lock block 432B At this time, it is in the second piston 431 and the fixing member 8, and the second piston 431 is fixed relative to the fixing member 8, that is, the second brake fulcrum assembly is operated.
  • the driving fulcrum assembly and the brake fulcrum assembly are all mounted in the fixing member 8, which can reduce the number of moving parts of the valve driving system, reduce the quality thereof, and achieve low energy consumption; on the other hand, the dynamic sealing is sealed by a conventional plunger coupler.
  • the static sealing adopts a sealing method such as a conventional sealing ring, which not only ensures zero leakage, but also has low cost.
  • the fulcrum assembly arrangement position of the present invention determines that the oil circuit arrangement of the present invention is compact and reduces the processing difficulty. For the system scheme in which the fulcrum is disposed at the intermediate position of the rocker arm, as shown in the second scheme shown in Figs. 3 and 4, as shown in the fourth scheme shown in Figs.
  • a control valve is used to simultaneously control the intake drive fulcrum assembly 302 and the exhaust drive fulcrum assembly 301, i.e., the intake drive fulcrum assembly 302 and the exhaust drive fulcrum assembly 301 employ a drive fulcrum to control the oil.
  • a control valve is used to simultaneously control the intake drive fulcrum assembly 302, the exhaust drive fulcrum assembly 301, the intake brake fulcrum assembly 402, and the exhaust brake fulcrum assembly 401, ie, intake air.
  • the drive fulcrum control unit 302 and the drive fulcrum control oil passage 811 of the exhaust drive fulcrum assembly 301, and the brake fulcrum control oil passage 823 of the intake brake fulcrum assembly 402 and the exhaust brake fulcrum assembly 401 are integrated into the same oil passage.
  • a control valve is used to control the connection of the oil line to a high or low pressure source. The reduction in the number of control valves reduces system cost.
  • the system has simple and compact structure, high reliability, low cost, low energy consumption, zero leakage, high potential for practical use in a short period of time, and has good application prospects.
  • the reduction in the number of control valves reduces system cost.
  • the system has simple and compact structure, high reliability, low cost, low energy consumption, zero leakage, high potential for practical use in a short period of time, and has good application prospects.

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Abstract

一种双凸轮轴开关支点式变模式气门驱动系统，属于发动机气门驱动、停缸及辅助制动领域。它主要包括进排气门组件、排气制动凸轮（101）、排气驱动凸轮（102）、进气驱动凸轮（113）、进气制动凸轮（114）、排气制动摇臂（201）、排气驱动摇臂（202）、进气驱动摇臂（203）、进气制动摇臂（204）、排气制动支点组件（401）、排气驱动支点组件（301）、进气驱动支点组件（302）、进气制动支点组件（402）。通过控制各支点的状态，实现四冲程驱动、二冲程制动、停缸等多种模式，达到低油耗、低排放和高效制动，且面向实际应用，运动件数量少、结构简单紧凑、可靠性高、成本低廉、能耗低。

Description

一种双凸轮轴开关支点式变模式气门驱动系统 技术领域
本发明涉及一种双凸轮轴开关支点式变模式气门驱动系统，属于发动机气门驱动、停缸及辅助制动领域。
 背景技术
随着发动机保有量的急剧增加，能源与环境问题已成为制约我国可持续发展的重大问题之一。因其能够有效降低发动机的油耗和排放，停缸技术备受关注。研究表明停缸时，完全关闭进排气门可以有效降低泵气损失，提高停缸技术降低油耗和排放的能力。
车辆安全性越来越受到人们的重视，越来越多的国家将辅助制动系统列为车辆必备的附件之一。然而目前辅助制动系统大多存在制动部件长时间工作容易过热、制动效率快速降低、制动效率可控程度低、制动时车辆容易跑偏、制动系统占用车辆空间等问题。在目前发动机辅助制动技术中，减压辅助制动技术的制动效果最好，它是在进排气门运行情况不变的基础上，在压缩上止点附近以较小开度开启排气门或者减压阀来实现减压制动效果，发动机每720°曲轴转角实现一次制动循环，属于四冲程制动，但其制动效果无法满足车辆大负载制动时的要求。
目前，发动机小型化（Down-size）和低速化（Down-speed）已成为公认的节能减排的发展趋势，而发动机制动时，缸径越小，转速越低，制动效果越差，因此实现二冲程制动模式势在必行。实现二冲程制动的关键在于实现发动机四冲程驱动模式和二冲程制动模式灵活切换的气门驱动系统设计。
 技术问题
由于现有实用化的可变气门驱动系统大多用于四冲程驱动模式的发动机，不能满足变模式发动机的要求，因此开发一套结构简单紧凑、成本低廉、可靠性高且满足变模式发动机要求的气门驱动系统势在必行。发动机四冲程驱动模式和二冲程制动模式下，进/排气门开启频率、开启正时和开启持续期均存在极大地差异，这极大地增加了变模式气门驱动系统的开发难度。皆可博公司提出了一种HPD机构，它实现了发动机四冲程驱动模式和二冲程制动模式灵活切换。据该公司（SAE 2016-01-8061）报道，HPD机构存在泄漏严重等问题。此外，该机构还存在驱动和制动调节机构都安装在摇臂上导致的运动件数量多、质量大等问题，这不利于气门驱动系统实现低能耗；此外，摇臂的运动惯性力大，系统各部件的接触部分容易发生破坏。该机构的驱动油从摇臂固定支点轴内引到摇臂移动支点上来调节驱动和制动调节机构，油路较为复杂，加工不易。因此一款具备结构简单紧凑、可靠性高、成本低廉、能耗低、零泄漏等特点，而且可实现四冲程驱动模式和二冲程制动模式，且在两种模式下均可实现停缸功能的变模式气门驱动系统势在必行。
 技术解决方案
本发明的目的在于：通过设计一种双凸轮轴开关支点式变模式气门驱动系统，用于实现：（a）为了达到发动机低油耗、低排放和高效制动的运行，需要气门驱动系统实现四冲程驱动模式、二冲程制动模式、停缸等多种模式。（b）为了满足市场需求，需要气门驱动系统实现结构简单紧凑、工作可靠、成本低廉、低能耗、零泄漏等。（c）为了拓展应用范围，需要针对不同机型，提供不同的布置方式；为了进一步提高发动机性能，需要该系统可以很容易地与现有可变气门机构相兼容。（d）为了降低系统成本，需要减少控制阀的数量。（e）为了提高零部件的通用性和可更换性，需要将各组件采用标准件或者设计成独立模块。
本发明所采用的技术方案是：这种双凸轮轴开关支点式变模式气门驱动系统包括排气门组件和进气门组件。它还包括布置在凸轮轴上的凸轮、摇臂、安装在固定件上的驱动支点组件和制动支点组件、摇臂复位弹簧。排气凸轮轴上设置有排气制动凸轮和排气驱动凸轮，进气凸轮轴上设置有进气驱动凸轮和进气制动凸轮。摇臂包含排气制动摇臂、排气驱动摇臂、进气驱动摇臂和进气制动摇臂。驱动支点组件包含排气驱动支点组件和进气驱动支点组件。制动支点组件包含排气制动支点组件和进气制动支点组件。摇臂复位弹簧包含排气制动摇臂复位弹簧和进气制动摇臂复位弹簧。排气制动摇臂与排气制动支点组件的支点、排气制动凸轮及排气制动摇臂复位弹簧相接触。排气驱动摇臂与排气驱动支点组件的支点以及排气驱动凸轮相接触。进气驱动摇臂与进气驱动支点组件的支点以及进气驱动凸轮相接触。进气制动摇臂与进气制动支点组件的支点、进气制动凸轮以及进气制动摇臂复位弹簧相接触。排气制动摇臂和排气驱动摇臂直接或通过气门传动块驱动排气门组件，或通过气门桥组件驱动排气门组件。进气驱动摇臂和进气制动摇臂直接或通过进气侧的气门传动块驱动进气门组件，或通过气门桥组件驱动进气门组件。在驱动模式下，工作气缸的排气驱动支点组件和进气驱动支点组件工作，排气制动支点组件和进气制动支点组件失效。在制动模式下，工作气缸的排气驱动支点组件和进气驱动支点组件失效，排气制动支点组件和进气制动支点组件工作。在驱动或制动模式下，停止工作气缸的排气驱动支点组件、进气驱动支点组件、排气制动支点组件和进气制动支点组件失效。
驱动支点组件至少包括驱动活塞、锁定块、锁定弹簧以及驱动复位弹簧。或驱动支点组件还包括驱动支点组件衬套、液压间隙调节组件或驱动支点组件衬套和液压间隙调节组件的组合结构。
制动支点组件制动支点组件采用第一制动支点组件或者第二制动支点组件。第一制动支点组件至少包括制动活塞、制动滑阀阀体、制动滑阀回复弹簧、制动单向阀阀芯、制动单向阀回复弹簧。或第一制动支点组件还包括制动活塞衬套、滑阀衬套或制动活塞衬套和滑阀衬套的组合结构。第二制动支点组件至少包括第二活塞、第一锁定块、第二锁定块、制动锁定弹簧、以及制动复位弹簧。或第二制动支点组件还包括制动支点组件衬套、液压间隙调节组件或制动支点组件衬套和液压间隙调节组件的组合结构。
摇臂直接驱动气门组件时，气门组件包含气门驱动输入端和气门制动输入端。驱动摇臂与气门驱动输入端相接触，制动摇臂与气门制动输入端相接触。
气门传动块包括驱动输入端、制动输入端和输出端。驱动摇臂与驱动输入端相接触，制动摇臂与制动输入端相接触，输出端驱动气门组件。
排气门组件包含第一排气门组件和第二排气门组件，进气门组件包含第一进气门组件和第二进气门组件。气门桥组件采用第一气门桥组件、第二气门桥组件或第三气门桥组件。第一气门桥组件包括第一气门桥和第一传动杆。第一气门桥通过凸台驱动第一传动杆。第一气门桥包括第一驱动输入端和第一气门桥输出端。第一传动杆包括第一制动输入端和第一传动杆输出端。第二气门桥组件包括第二气门桥和驱动摇臂复位弹簧。第二气门桥包括第二制动输入端、第二驱动输入端、第二气门桥第一输出端和第二气门桥第二输出端。第三气门桥组件包括第三气门桥和第二传动杆，第三气门桥通过铰接和凸台驱动第二传动杆，第三气门桥包括第三驱动输入端和第三气门桥输出端，第二传动杆包括第三制动输入端和第二传动杆输出端。对于排气侧或进气侧采用第一气门桥组件，驱动摇臂与第一驱动输入端相接触，制动摇臂与第一制动输入端相接触，第一气门桥输出端和第一传动杆输出端分别与两个气门组件相接触。对于排气侧或进气侧采用第二气门桥组件，驱动摇臂与第二驱动输入端相接触，制动摇臂与第二制动输入端相接触，第二气门桥第一输出端和第二气门桥第二输出端分别与两个气门组件相接触。对于排气侧或进气侧采用第三气门桥组件，驱动摇臂与第三驱动输入端相接触，制动摇臂与第三制动输入端相接触，第三气门桥输出端和第二传动杆输出端分别与两个气门组件相接触。
凸轮到气门组件之间的任意两个接触端之间还可以设置可变气门机构。在凸轮轴上设置凸轮轴调相机构。凸轮直接或通过挺柱和推杆与摇臂接触。
 有益效果
这种双凸轮轴开关支点式变模式气门驱动系统主要包括排气制动凸轮、排气驱动凸轮、进气驱动凸轮、进气制动凸轮、排气制动摇臂、排气驱动摇臂、进气驱动摇臂、进气制动摇臂、排气制动支点组件、排气驱动支点组件、进气驱动支点组件、进气制动支点组件等。（a）通过控制各支点的状态，实现四冲程驱动模式、二冲程制动模式、停缸等多种工作模式，达到发动机低油耗、低排放和高效制动的目的。（b）驱动支点组件和制动支点组件均安装在固定件内，一方面可以减少气门驱动系统运动件数量、降低其质量、实现低能耗、提高可靠性；另一方面，动密封采用常规柱塞偶件密封，静密封采用常规密封圈等密封方式，不仅保证零泄漏，而且成本低廉。（c）驱动支点组件可以集成液压间隙调节的功能，具有自动补偿气门间隙、减小冲击、提高各零件的使用寿命等特点，以提高发动机工作可靠性，降低噪声，减小振动。（d）采用机械式气门驱动方式，系统可靠性高；采用各部件采用集成设计，系统结构简单紧凑；针对不同机型，提供不同的布置方式，应用范围广；可以通过凸轮到气门组件之间的任意两个接触端之间设置可变气门机构，在凸轮轴上设置凸轮轴调相机构，从而在每种模式下实现可变气门事件，最终在发动机驱动-制动全工况范围内实现更好的低油耗、低排放和高效制动的效果。（d）各组件采用标准件或者被设计成独立模块，如驱动支点组件和制动支点组件均为独立模板，提高了零部件的通用性和可更换性。（e）本发明的支点组件布置位置决定了本发明的油路布置紧凑并且降低了加工难度。对于支点位于摇臂中间位置的系统方案，这还大幅度降低控制阀的数量，如具有停缸模式时，可采用一个控制阀同时控制进气驱动支点组件和排气驱动支点组件，一个控制阀同时控制进气制动支点组件和排气制动支点组件；不具有停缸模式时，可采用一个控制阀同时控制进气驱动支点组件和排气驱动支点组件、进气制动支点组件和排气制动支点组件；控制阀数量的减少，能够降低系统成本。系统结构简单紧凑、可靠性高、成本低廉、低能耗、零泄漏、短期内实用化潜力高，具有良好的应用前景。
 附图说明
下面结合附图与实施例对本发明进一步说明。
图1是摆臂式系统第一方案排气侧支点可见的示意图。
图2是摆臂式系统第一方案进气侧支点可见的示意图。
图3是摇臂式系统第一方案进气侧支点可见的示意图。
图4是摇臂式系统第一方案排气侧支点可见的示意图。
图5是摆臂式系统第二方案排气侧支点可见的示意图。
图6是摆臂式系统第二方案进气侧支点可见的示意图。
图7是摇臂式系统第二方案进气侧支点可见的示意图。
图8是摇臂式系统第二方案排气侧支点可见的示意图。
图9是第一气门桥组件示意图。
图10是第二气门桥示意图。
图11是第三气门桥组件示意图。
图12是驱动支点组件第一方案示意图。
图13是驱动支点组件第二方案示意图。
图14是驱动支点组件第三方案示意图。
图15是驱动支点组件第四方案示意图。
图16是驱动支点组件第五方案示意图。
图17是第一制动支点组件第一方案示意图。
图18是第一制动支点组件第二方案示意图。
图19是第一制动支点组件第三方案示意图。
图20是第一制动支点组件第四方案示意图。
图21是第二制动支点组件第一方案示意图。
图22是第二制动支点组件第二方案示意图。
图23是第二制动支点组件第三方案示意图。
图24是第二制动支点组件第四方案示意图。
图25是第二制动支点组件第五方案示意图。
图26是第一制动支点组件第五方案示意图。
图27是气门传动块示意图。
图28是摇臂直接驱动气门时的气门头部示意图。
图中：10、排气凸轮轴；101、排气制动凸轮；102、排气驱动凸轮；11、进气凸轮轴；113、进气驱动凸轮；114、进气制动凸轮；12、凸轮轴调相机构；13、可变气门机构；201、排气制动摇臂；202、排气驱动摇臂；203、进气驱动摇臂；204、进气制动摇臂；301、排气驱动支点组件；302、进气驱动支点组件；31、驱动活塞；32、锁定块；33、锁定弹簧；34、驱动复位弹簧；35、驱动支点组件衬套；401、排气制动支点组件；402、进气制动支点组件；40、制动活塞；41、制动滑阀阀体；42、制动滑阀回复弹簧；43、制动单向阀阀芯；44、制动单向阀回复弹簧；45、第一堵块；46、第二堵块；47、制动活塞衬套；48、滑阀衬套；49、第三堵块；410、单向油腔；5001、驱动输入端；5002、制动输入端；5003、输出端；5101、气门驱动输入端；5102、气门制动输入端；501、第一气门桥组件；511、第一气门桥；5111、第一驱动输入端；5112、第一气门桥输出端；512、第一传动杆；5121、第一制动输入端；5122、第一传动杆输出端；501A、排气侧第一气门桥组件；501B、进气侧第一气门桥组件；502、第二气门桥组件；521、第二气门桥；5211、第二制动输入端；5212、第二驱动输入端；5213、第二气门桥第一输出端；5214、第二气门桥第二输出端；522、进气驱动摇臂复位弹簧；531、第三气门桥；532、第二传动杆；5311、第三驱动输入端；5312、第三气门桥输出端；5321、第三制动输入端；5322、第二传动杆输出端；611、第一排气门组件；612、第二排气门组件；621、第一进气门组件；622、第二进气门组件；61、HLA阀芯；62、HLA单向阀芯；63、HLA单向阀弹簧；64、HLA单向阀弹簧座；65、HLA阀芯复位弹簧；66、HLA限位；67、HLA低压腔；68、HLA高压腔；69、HLA阀体；701、排气制动摇臂复位弹簧；702、进气制动摇臂复位弹簧；8、固定件；801、第一固定件；802、第二固定件；803、第三固定件；804、第四固定件；811、驱动支点控制油路；812、间隙调节输油油路；821、制动支点驱动油路；822、制动支点泄油油路；823、制动支点控制油路。
 本发明的最佳实施方式
本发明涉及一种双凸轮轴开关支点式变模式气门驱动系统。它包括排气门组件和进气门组件。它还包括布置在凸轮轴上的凸轮、摇臂、安装在固定件上的驱动支点组件和制动支点组件、摇臂复位弹簧。排气凸轮轴10上设置有排气制动凸轮101和排气驱动凸轮102，进气凸轮轴11上设置有进气驱动凸轮113和进气制动凸轮114。摇臂包含排气制动摇臂201、排气驱动摇臂202、进气驱动摇臂203和进气制动摇臂204。驱动支点组件包含排气驱动支点组件301和进气驱动支点组件302，制动支点组件包含排气制动支点组件401和进气制动支点组件402。摇臂复位弹簧包含排气制动摇臂复位弹簧701和进气制动摇臂复位弹簧702。排气制动摇臂201与排气制动支点组件401的支点、排气制动凸轮101及排气制动摇臂复位弹簧701相接触。排气驱动摇臂202与排气驱动支点组件301的支点以及排气驱动凸轮102相接触。进气驱动摇臂203与进气驱动支点组件302的支点以及进气驱动凸轮113相接触。进气制动摇臂204与进气制动支点组件402的支点、进气制动凸轮114以及进气制动摇臂复位弹簧702相接触。排气制动摇臂201和排气驱动摇臂202直接或通过气门传动块驱动排气门组件，或通过气门桥组件驱动排气门组件。进气驱动摇臂203和进气制动摇臂204直接或通过进气侧的气门传动块驱动进气门组件，或通过气门桥组件驱动进气门组件。图1-图8是该系统的四种实施方案示意图。
对于进气侧或排气侧只有一个气门时，制动摇臂和驱动摇臂直接或通过气门传动块驱动气门组件。图27是气门传动块示意图。气门传动块包括驱动输入端5001、制动输入端5002和输出端5003；驱动摇臂与驱动输入端5001相接触，制动摇臂与制动输入端5002相接触，输出端5003驱动气门组件。图28是摇臂直接驱动气门时的气门头部示意图。此时，气门头部包括气门驱动输入端5101和气门制动输入端5102；驱动摇臂与气门驱动输入端5101相接触，制动摇臂与气门制动输入端5102相接触。
对于进气侧或排气侧不止一个气门时，制动摇臂和驱动摇臂通过气门桥组件驱动气门组件。如排气门组件可包含第一排气门组件611和第二排气门组件612，或进气门组件可包含第一进气门组件621和第二进气门组件622。
气门桥组件采用第一气门桥组件501、第二气门桥组件502或第三气门桥组件。图9是第一气门桥组件示意图。第一气门桥组件501包括第一气门桥511和第一传动杆512，第一气门桥511通过凸台驱动第一传动杆512，第一气门桥511包括第一驱动输入端5111和第一气门桥输出端5112，第一传动杆512包括第一制动输入端5121和第一传动杆输出端5122。图10是第二气门桥示意图。第二气门桥组件502包括第二气门桥521和驱动摇臂复位弹簧522，第二气门桥521包括第二制动输入端5211、第二驱动输入端5212、第二气门桥第一输出端5213和第二气门桥第二输出端5214。图11是第三气门桥组件示意图。第三气门桥组件包括第三气门桥531和第二传动杆532，第三气门桥531通过铰接和凸台驱动第二传动杆532，第三气门桥531包括第三驱动输入端5311和第三气门桥输出端5312，第二传动杆532包括第三制动输入端5321和第二传动杆输出端5322。
对于排气侧或进气侧采用第一气门桥组件501，驱动摇臂与第一驱动输入端5111相接触，制动摇臂与第一制动输入端5121相接触，第一气门桥输出端5112和第一传动杆输出端5122分别与两个气门组件相接触。对于排气侧或进气侧采用第二气门桥组件502，驱动摇臂与第二驱动输入端5212相接触，制动摇臂与第二制动输入端5211相接触，第二气门桥第一输出端5213和第二气门桥第二输出端5214分别与两个气门组件相接触。对于排气侧或进气侧采用第三气门桥组件，驱动摇臂与第三驱动输入端5311相接触，制动摇臂与第三制动输入端5321相接触，第三气门桥输出端5312和第二传动杆输出端5322分别与两个气门组件相接触。
采用第一气门桥组件501或者第三气门桥组件时，在驱动模式下，两个气门同步运行；在制动模式下，一个气门运行，另一个气门完全关闭，其中，第二传动杆532还具有放大作用，即第三制动输入端5321的运动量放大输出到第二传动杆输出端5322。采用第二气门桥组件502时，在驱动和制动模式下，两个气门同步运行。
凸轮到气门组件之间的任意两个接触端之间还可以设置可变气门机构13，在凸轮轴上还可设置凸轮轴调相机构12，从而在每种模式下实现可变气门事件，最终在发动机驱动-制动全工况范围内实现更好的低油耗、低排放和高效制动效果。凸轮直接或通过挺柱和推杆与摇臂接触，以适应不同发动机机型。
采用机械式气门驱动方式，系统可靠性高；各部件采用集成设计，系统结构简单紧凑；针对不同机型，提供不同的布置方式可供用户选择，应用范围广。图1到图8为这种双凸轮轴开关支点式变模式气门驱动系统的几种示例。图1和图2是摆臂式系统第一方案示意图。凸轮位于摇臂的中部位置，排气侧采用第一气门桥组件501，进气侧采用第二气门桥组件502。图3和图4是摇臂式系统第一方案示意图。凸轮位于摇臂的端部位置，排气侧采用第一气门桥组件501，进气侧采用第二气门桥组件502。图5和图6是摆臂式系统第二方案示意图。凸轮位于摇臂的中部位置，排气侧和进气侧均采用第一气门桥组件501。图7和图8是摇臂式系统第二方案示意图。凸轮位于摇臂的端部位置，排气侧和进气侧均采用第一气门桥组件501。
在驱动模式下，工作气缸的排气驱动支点组件301和进气驱动支点组件302工作，排气制动支点组件401和进气制动支点组件402失效。无论进排气侧采用第一气门桥组件501还是第二气门桥组件502，由于排气制动支点组件401失效，因此在排气制动摇臂复位弹簧701的作用下，排气制动凸轮101无法通过排气制动摇臂201驱动排气门；由于进气制动支点组件402失效，因此在进气制动摇臂复位弹簧702的作用下，进气制动凸轮114无法通过进气制动摇臂204驱动进气门。当排气侧采用第一气门桥组件501时，由于排气驱动支点组件301工作，因此排气驱动凸轮102通过排气驱动摇臂202以及第一气门桥组件501同时驱动第一排气门组件611和第二排气门组件612。当排气侧采用第二气门桥组件502时，由于排气驱动支点组件301工作，因此排气驱动凸轮102通过排气驱动摇臂202以及第二气门桥521同时驱动第一排气门组件611和第二排气门组件612。当进气侧采用第一气门桥组件501时，由于进气驱动支点组件302工作，因此进气驱动凸轮113通过进气驱动摇臂203以及第一气门桥组件501同时驱动第一进气门组件621和第二进气门组件622。当进气侧采用第二气门桥组件502时，由于进气驱动支点组件302工作，因此进气驱动凸轮113通过进气驱动摇臂203以及第二气门桥521同时驱动第一进气门组件621和第二进气门组件622。
在制动模式下，工作气缸的排气驱动支点组件301和进气驱动支点组件302失效，排气制动支点组件401和进气制动支点组件402工作。当排气侧采用第一气门桥组件501时，由于排气驱动支点组件301失效，因此在第一排气门组件611的弹簧力的作用下，排气驱动凸轮102无法通过排气驱动摇臂202以及第一气门桥组件501驱动第一排气门组件611和第二排气门组件612；由于排气制动支点组件401工作，因此排气制动凸轮101通过排气制动摇臂201以及第一传动杆512驱动第二排气门组件612。当排气侧采用第二气门桥组件502时，由于排气驱动支点组件301失效，因此在驱动摇臂复位弹簧522的作用下，排气驱动凸轮102无法通过排气驱动摇臂202以及第二气门桥521驱动第一排气门组件611和第二排气门组件612；由于排气制动支点组件401工作，因此排气制动凸轮101通过排气制动摇臂201以及第二气门桥521同时驱动第一排气门组件611和第二排气门组件612。当进气侧采用第一气门桥组件501时，由于进气驱动支点组件302失效，因此在第二进气门组件622的弹簧力的作用下，进气驱动凸轮113无法通过进气驱动摇臂203以及第一气门桥组件501驱动第一进气门组件621和第二进气门组件622；由于进气制动支点组件402工作，因此进气制动凸轮114通过进气制动摇臂204以及第一传动杆512驱动第二进气门组件622。当进气侧采用第二气门桥组件502时，由于进气驱动支点组件302失效，因此在驱动摇臂复位弹簧522的作用下，进气驱动凸轮113无法通过进气驱动摇臂203以及第二气门桥521驱动第一进气门组件621和第二进气门组件622；由于进气制动支点组件402工作，因此进气制动凸轮114通过进气制动摇臂204以及第二气门桥521同时驱动第一进气门组件621和第二进气门组件622。值得一提的是排气制动凸轮101至少具有两个凸起来实现在上止点附近开启排气门进行排气，它还可以增设凸起以实现在下止点附近开启排气门将排气管内的气体吸入气缸内增加缸内被压缩的气体量，以提高制动输出。
在驱动或制动模式下，停止工作气缸的排气驱动支点组件301、进气驱动支点组件302、排气制动支点组件401和进气制动支点组件402失效，因此所有进排气门均保持关闭状态。
图12 -图16分别是驱动支点组件的五种方案示意图。驱动支点组件至少包括驱动活塞31、锁定块32、锁定弹簧33、以及驱动复位弹簧34。当驱动支点控制油路811为高压油时，驱动锁定弹簧33被压缩，锁定块32被完全推回到驱动活塞31内，驱动活塞31可以在固定件8内往复运动，即驱动支点组件失效。当驱动支点控制油路811，为低压油时，在驱动锁定弹簧33的作用下，锁定块32被推到固定件8内，即锁定块32同时处于驱动活塞31和固定件8内，驱动活塞31相对固定件8固定，即驱动支点组件工作。
驱动支点组件还可以包括驱动支点组件衬套35、液压间隙调节组件或驱动支点组件衬套35和液压间隙调节组件的组合结构。图13是包括驱动支点组件衬套35的情况。图14和图15均为包括液压间隙调节组件的情况。图16是包括驱动支点组件衬套35和液压间隙调节组件的情况。包括液压间隙调节组件时，固定件8上还设置有间隙调节输油油路812。图14中，液压间隙调节组件包括HLA阀芯61、HLA单向阀芯62、HLA单向阀弹簧63、HLA单向阀弹簧座64、HLA阀芯复位弹簧65和HLA限位66。HLA单向阀芯62将液压间隙调节组件内的油腔分成HLA低压腔67和HLA高压腔68。HLA高压腔68内液压油自动调节HLA阀芯61相对驱动活塞31的位置，实现气门间隙调节功能。图15中，液压间隙调节组件包括HLA阀芯61、HLA单向阀芯62、HLA单向阀弹簧63、HLA单向阀弹簧座64、HLA阀芯复位弹簧65、HLA限位66和HLA阀体69。HLA单向阀芯62将液压间隙调节组件内的油腔分成HLA低压腔67和HLA高压腔68。HLA限位66将驱动活塞31与HLA阀体69固定成一体，HLA高压腔68内液压油自动调节HLA阀芯61相对HLA阀体69的位置，即调节了HLA阀芯61相对驱动活塞31的位置，实现了气门间隙调节功能。
包括液压间隙调节组件时，驱动支点组件在保证气门驱动系统传递动力的前提下，增加了自动补偿由于加工、装配、磨损、冷态与热态温度变化等导致气门间隙改变的功能，减小冲击，提高各零件的使用寿命，以提高发动机工作可靠性，降低噪声，减小振动。而包括驱动支点组件衬套35时，驱动支点组件成为一个独立模块，提高了零部件的通用性和可更换性。
制动支点组件采用第一制动支点组件或者第二制动支点组件。第一制动支点组件至少包括制动活塞40、制动滑阀阀体41、制动滑阀回复弹簧42、制动单向阀阀芯43、制动单向阀回复弹簧44。图17-图20以及图26分别是第一制动支点组件的五种方案示意图。第一制动支点组件至少包括制动活塞40、制动滑阀阀体41、制动滑阀回复弹簧42、制动单向阀阀芯43、制动单向阀回复弹簧44。设置第一堵块45的目的是保证制动单向阀阀芯43和制动单向阀回复弹簧44可以安装在制动滑阀阀体41内，并且形成单向油腔410。图17在制动单向阀阀芯43右侧的制动滑阀阀体41上设置第一堵块45，图18在制动单向阀阀芯43左侧的制动滑阀阀体41上设置第一堵块45。图17-图20中，设置第二堵块46的目的是保证制动滑阀阀体41和制动滑阀回复弹簧42的拆装、充当制动滑阀回复弹簧42的固定弹簧座以及保证制动支点泄油油路822油路畅通。图19在制动单向阀阀芯43左侧的固定件8上设置第三堵块49，其目的是担当制动单向阀阀芯43的左端限位以及保证制动支点控制油路823畅通。如图26，通过改变制动支点控制油路823的油路方向，并且利用固定件或滑阀衬套48来对制动单向阀阀芯43进行限位，从而可以取消第三堵块49。当制动支点控制油路823为低压油时，制动滑阀回复弹簧42保持制动滑阀阀体41处于左侧失效位置，制动单向阀回复弹簧44保持制动单向阀阀芯43处于左侧关闭位置，此时，制动支点驱动油路821与制动支点泄油油路822相连，制动支点控制油路823被截止，制动活塞40处于下端失效位置，即第一制动支点组件失效。当制动支点控制油路823切换为高压油时，制动滑阀回复弹簧42被压缩，制动滑阀阀体41向右移动至工作位置，制动支点泄油油路822被截止，制动单向阀回复弹簧44被压缩，制动支点控制油路823通过制动单向阀与单向油腔410以及制动支点驱动油路821相连，制动活塞40在高压油的作用下上行至工作位置，即第一制动支点组件工作。当制动支点控制油路823再次切换为低压油时，制动滑阀回复弹簧42推动制动滑阀阀体41向左移动到左侧失效位置，此时，制动支点驱动油路821与制动支点泄油油路822再次相连，制动支点控制油路823再次被截止，在气门弹簧、制动复位弹簧以及制动凸轮的作用下，制动活塞40再次下行至下端失效位置，即第一制动支点组件再次失效。第一制动支点组件还包括制动活塞衬套47、滑阀衬套48或制动活塞衬套47和滑阀衬套48的组合结构。图20为包括制动活塞衬套47和滑阀衬套48的情况。制动活塞衬套47或滑阀衬套48同样能够提高零部件的通用性和可更换性。
第二制动支点组件至少包括第二活塞431、第一锁定块432A、第二锁定块432B、制动锁定弹簧433、以及制动复位弹簧434。或第二制动支点组件还包括制动支点组件衬套435、液压间隙调节组件或制动支点组件衬套435和液压间隙调节组件的组合结构。图21-图25分别是第二制动支点组件五个实施例方案的示意图。与驱动支点组件的结构和工作原理类似，其区别在于第二制动支点组件具有第一锁定块432A和第二锁定块432B。当制动支点控制油路823为低压油时，在制动复位弹簧434的作用下，第二锁定块432B被完全推出到第二活塞431外部，而第一锁定块432A完全处于第二活塞431内部，第二活塞431可以在固定件8内往复运动，即第二制动支点组件失效。当制动支点控制油路823为高压油时，制动复位弹簧434被压缩，第二锁定块432B和第一锁定块432A均被推向第二活塞431内部，此时，第二锁定块432B同时处于第二活塞431和固定件8内，第二活塞431相对固定件8固定，即第二制动支点组件工作。
驱动支点组件和制动支点组件均安装在固定件8内，一方面能够减少气门驱动系统的运动件数量、降低其质量、实现低能耗；另一方面，动密封采用常规柱塞偶件密封，静密封采用常规密封圈等密封方式，不仅保证零泄漏，而且成本低廉。本发明的支点组件布置位置决定了本发明的油路布置紧凑并且降低了加工难度。对于支点布置在摇臂中间位置的系统方案，如图3和图4所示的第二方案，如图7和图8所示的第四方案，这还极大地减少控制阀的数量。对于具有停缸模式的气门驱动系统，采用一个控制阀同时控制进气驱动支点组件302和排气驱动支点组件301，即进气驱动支点组件302和排气驱动支点组件301采用一条驱动支点控制油路811，采用一个控制阀控制该油路与高压源或者低压源连接；采用一个控制阀同时控制进气制动支点组件402和排气制动支点组件401，即进气制动支点组件402和排气制动支点组件401采用一条制动支点控制油路823，采用一个控制阀控制该油路与高压源或者低压源连接。对于不具有停缸模式的气门驱动系统，采用一个控制阀同时控制进气驱动支点组件302、排气驱动支点组件301、进气制动支点组件402和排气制动支点组件401，即进气驱动支点组件302和排气驱动支点组件301的驱动支点控制油路811，以及进气制动支点组件402和排气制动支点组件401的制动支点控制油路823集成为同一条油路，采用一个控制阀控制该油路与高压源或者低压源连接。控制阀数量的减少降低了系统成本。本系统结构简单紧凑、可靠性高、成本低廉、低能耗、零泄漏、短期内实用化潜力高，具有良好的应用前景。
 本发明的实施方式
同最佳实施方式。
 工业实用性
控制阀数量的减少降低了系统成本。本系统结构简单紧凑、可靠性高、成本低廉、低能耗、零泄漏、短期内实用化潜力高，具有良好的应用前景。
 序列表自由内容
无。

Claims (9)

  1. 一种双凸轮轴开关支点式变模式气门驱动系统，它包括排气门组件和进气门组件，其特征是：它还包括布置在凸轮轴上的凸轮、摇臂、安装在固定件上的驱动支点组件和制动支点组件、摇臂复位弹簧；所述排气凸轮轴（10）上设置有排气制动凸轮（101）和排气驱动凸轮（102），所述进气凸轮轴（11）上设置有进气驱动凸轮（113）和进气制动凸轮（114），所述摇臂包含排气制动摇臂（201）、排气驱动摇臂（202）、进气驱动摇臂（203）和进气制动摇臂（204），所述驱动支点组件包含排气驱动支点组件（301）和进气驱动支点组件（302），所述制动支点组件包含排气制动支点组件（401）和进气制动支点组件（402），所述摇臂复位弹簧包含排气制动摇臂复位弹簧（701）和进气制动摇臂复位弹簧（702）；所述排气制动摇臂（201）与排气制动支点组件（401）的支点、排气制动凸轮（101）及排气制动摇臂复位弹簧（701）相接触，排气驱动摇臂（202）与排气驱动支点组件（301）的支点以及排气驱动凸轮（102）相接触，进气驱动摇臂（203）与进气驱动支点组件（302）的支点以及进气驱动凸轮（113）相接触，进气制动摇臂（204）与进气制动支点组件（402）的支点、进气制动凸轮（114）以及进气制动摇臂复位弹簧（702）相接触；排气制动摇臂和排气驱动摇臂直接或通过气门传动块驱动排气门组件，或通过气门桥组件驱动排气门组件。进气驱动摇臂和进气制动摇臂直接或通过进气侧的气门传动块驱动进气门组件，或通过气门桥组件驱动进气门组件；在驱动模式下，工作气缸的排气驱动支点组件（301）和进气驱动支点组件（302）工作，排气制动支点组件（401）和进气制动支点组件（402）失效；在制动模式下，工作气缸的排气驱动支点组件（301）和进气驱动支点组件（302）失效，排气制动支点组件（401）和进气制动支点组件（402）工作；在驱动或制动模式下，停止工作气缸的排气驱动支点组件（301）、进气驱动支点组件（302）、排气制动支点组件（401）和进气制动支点组件（402）失效。
  2. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：所述驱动支点组件至少包括驱动活塞（31）、锁定块（32）、锁定弹簧（33）、以及驱动复位弹簧（34）；或所述驱动支点组件还包括驱动支点组件衬套（35）、液压间隙调节组件或驱动支点组件衬套（35）和液压间隙调节组件的组合结构。
  3. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：所述制动支点组件制动支点组件采用第一制动支点组件或者第二制动支点组件；所述第一制动支点组件至少包括制动活塞（40）、制动滑阀阀体（41）、制动滑阀回复弹簧（42）、制动单向阀阀芯（43）、制动单向阀回复弹簧（44）；或所述第一制动支点组件还包括制动活塞衬套（47）、滑阀衬套（48）或制动活塞衬套（47）和滑阀衬套（48）的组合结构；所述第二制动支点组件至少包括第二活塞（431）、第一锁定块（432A）、第二锁定块（432B）、制动锁定弹簧（433）、以及制动复位弹簧（434）；或所述第二制动支点组件还包括制动支点组件衬套（435）、液压间隙调节组件或制动支点组件衬套（435）和液压间隙调节组件的组合结构。
  4. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：摇臂直接驱动气门组件时，所述气门组件包含气门驱动输入端（5101）和气门制动输入端（5102）；驱动摇臂与气门驱动输入端（5101）相接触，制动摇臂与气门制动输入端（5102）相接触。
  5. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：所述气门传动块包括驱动输入端（5001）、制动输入端（5002）和输出端（5003）；驱动摇臂与驱动输入端（5001）相接触，制动摇臂与制动输入端（5002）相接触，输出端（5003）驱动气门组件。
  6. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：所述排气门组件还包含第一排气门组件（611）和第二排气门组件（612）或所述进气门组件还包含第一进气门组件（621）和第二进气门组件（622），所述气门桥组件采用第一气门桥组件（501）、第二气门桥组件（502）或第三气门桥组件；所述第一气门桥组件（501）包括第一气门桥（511）和第一传动杆（512），第一气门桥（511）通过凸台驱动第一传动杆（512），第一气门桥（511）包括第一驱动输入端（5111）和第一气门桥输出端（5112），第一传动杆（512）包括第一制动输入端（5121）和第一传动杆输出端（5122）；所述第二气门桥组件（502）包括第二气门桥（521）和驱动摇臂复位弹簧（522），第二气门桥（521）包括第二制动输入端（5211）、第二驱动输入端（5212）、第二气门桥第一输出端（5213）和第二气门桥第二输出端（5214）；所述第三气门桥组件包括第三气门桥（531）和第二传动杆（532），第三气门桥（531）通过铰接和凸台驱动第二传动杆（532），第三气门桥（531）包括第三驱动输入端（5311）和第三气门桥输出端（5312），第二传动杆（532）包括第三制动输入端（5321）和第二传动杆输出端（5322）；对于排气侧或进气侧采用第一气门桥组件（501），驱动摇臂与第一驱动输入端（5111）相接触，制动摇臂与第一制动输入端（5121）相接触，第一气门桥输出端（5112）和第一传动杆输出端（5122）分别与两个气门组件相接触；对于排气侧或进气侧采用第二气门桥组件（502），驱动摇臂与第二驱动输入端（5212）相接触，制动摇臂与第二制动输入端（5211）相接触，第二气门桥第一输出端（5213）和第二气门桥第二输出端（5214）分别与两个气门组件相接触；对于排气侧或进气侧采用第三气门桥组件，驱动摇臂与第三驱动输入端（5311）相接触，制动摇臂与第三制动输入端（5321）相接触，第三气门桥输出端（5312）和第二传动杆输出端（5322）分别与两个气门组件相接触。
  7. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：所述在凸轮到气门组件之间的任意两个接触端之间设置可变气门机构（13）。
  8. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：所述凸轮轴上设置凸轮轴调相机构（12）。
  9. 根据权利要求1所述的一种双凸轮轴开关支点式变模式气门驱动系统，其特征是：所述凸轮直接或通过挺柱和推杆与摇臂接触。
PCT/CN2018/086055 2017-06-07 2018-05-08 一种双凸轮轴开关支点式变模式气门驱动系统 Ceased WO2018223798A1 (zh)

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