WO2018223804A1

WO2018223804A1 - Valve actuation system with variable modes

Info

Publication number: WO2018223804A1
Application number: PCT/CN2018/086444
Authority: WO
Inventors: 崔靖晨; 隆武强; 田华; 田江平; 王阳
Original assignee: 大连理工大学
Priority date: 2017-06-07
Filing date: 2018-05-11
Publication date: 2018-12-13
Also published as: CN107023342B; JP2020523514A; CN107023342A; JP7084641B2

Abstract

Disclosed is a valve actuation system with variable modes, which system belongs to the fields of engine valve actuation, cylinder deactivation and auxiliary braking. The system comprises an exhaust brake cam (101), an exhaust drive cam (102), an intake drive cam (103), and an intake brake cam (104), and each of the cams drives a valve via a push rod (401, 402, 403, and 404), a rocker arm (801, 802, 803, and 804), etc. The system further comprises an exhaust brake fulcrum assembly (301), an exhaust drive fulcrum assembly (201), an intake drive fulcrum assembly (202), and an intake brake fulcrum assembly (302) disposed between the respective cam (101, 102, 103, and 104) and a corresponding valve assembly (611, 612, 621, and 622), or between the respective cam (101, 102, 103, and 104) and a corresponding valve bridge assembly (501 and 502). By controlling the state of each fulcrum, modes such as four-stroke drive, two-stroke brake, and cylinder deactivation are realized so as to implement low fuel consumption, low emissions, and high-efficiency braking. The present invention has a compact structure, high reliability and low costs.

Description

Variable mode valve drive system

Technical field

The invention relates to a variable mode valve drive system, belonging to the field of engine valve driving, cylinder deactivation and auxiliary braking.

Background technique

With the rapid increase in engine ownership, energy and environmental issues have become one of the major issues that constrain China's sustainable development. The cylinder deactivation technology has attracted much attention because it can effectively reduce the fuel consumption and emissions of the engine. Studies have shown that the complete closing of the intake and exhaust valves during cylinder deactivation can effectively reduce pumping losses and improve the ability of the cylinder deactivation technology to reduce fuel consumption and emissions.

Vehicle safety is receiving more and more attention. More and more countries have listed auxiliary brake systems as one of the necessary accessories for vehicles. However, at present, most of the 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. In the current engine assisted braking technology, 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 750° crank angle, which belongs to the four-stroke braking, but the braking effect cannot meet the requirements of the vehicle during heavy load braking.

At present, the engine down-size and down-speed have become recognized as the development trend of energy saving and emission reduction. When the engine is braked, the smaller the cylinder diameter and the lower the rotation speed, the worse the braking effect is. Therefore, it is imperative to realize the two-stroke braking mode. The key to achieving two-stroke braking is the design of the valve actuation system that enables flexible switching of the engine's four-stroke drive mode and two-stroke brake mode.

technical problem

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 valve having a compact structure, high reliability, low cost, and meeting the requirements of a variable mode engine is developed. The drive system is imperative. In the four-stroke drive mode and the two-stroke brake mode of the engine, 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), the HPD mechanism has serious problems such as leakage, and for the 6-cylinder machine, the mechanism uses five control valves to achieve two-stage braking (3-cylinder braking or 6-cylinder braking). ). In addition, 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 inside of the shaft as the fixed fulcrum 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. Therefore, it has the characteristics of compact structure, high reliability, low cost, low energy consumption, zero leakage, etc., and can realize four-stroke drive mode and two-stroke brake mode, and can realize the change of the cylinder stop function in both modes. Mode valve drive systems are imperative.

Technical solution

The object of the present invention is to design a 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 realize a four-stroke drive mode and two strokes. Various modes such as brake mode and cylinder stop. (b) In order to meet market demand, the valve drive system is required to achieve compact structure, reliable operation, low cost, low energy consumption, and zero leakage. (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 technical solution adopted by the present invention is: a variable mode valve driving system including an intake valve assembly and an exhaust valve assembly, further comprising a cam disposed on the camshaft, two driving fulcrum assemblies mounted on the fixing member, and Two brake fulcrum assemblies, push rods, rocker arms, rocker arm reset mechanisms. The cam includes an exhaust brake cam, an exhaust drive cam, an intake drive cam, and an intake brake cam. The drive fulcrum assembly includes an exhaust drive fulcrum assembly and an intake drive fulcrum assembly, and the brake fulcrum assembly includes an exhaust brake fulcrum The assembly and the intake brake fulcrum assembly, the push rod includes an exhaust brake push rod, an exhaust drive push rod, an intake drive push rod and an intake brake push rod, and the rocker arm includes an exhaust brake rocker arm and an exhaust drive The rocker arm, the intake drive rocker arm and the intake brake rocker arm, the rocker arm reset mechanism comprises an exhaust brake rocker arm reset mechanism and an intake brake rocker arm reset mechanism. The exhaust brake cam drives the exhaust valve assembly directly or through the valve train block through the exhaust brake push rod and the exhaust brake rocker arm, or drives the exhaust valve assembly through the valve bridge assembly, the exhaust brake fulcrum assembly correspondingly Provided between any two contact ends between the exhaust brake cam and the exhaust valve assembly or between any two contact ends between the exhaust brake cam and the valve bridge assembly. The exhaust drive cam drives the rocker arm through the exhaust drive push rod and the exhaust drive, drives the exhaust valve assembly directly or through the valve drive block, or drives the exhaust valve assembly through the valve bridge assembly, and the exhaust drive fulcrum assembly is correspondingly disposed in the row Between any two contact ends between the gas drive cam and the exhaust valve assembly or between any two contact ends between the exhaust drive cam and the valve bridge assembly. The intake drive cam drives the intake arm assembly through the intake drive push rod and the intake drive, directly or through the valve drive block, or drives the intake valve assembly through the valve bridge assembly, and the intake drive fulcrum assembly is correspondingly disposed. Between any two contact ends between the gas drive cam and the intake valve assembly or between any two contact ends between the intake drive cam and the valve bridge assembly. The intake brake cam drives the intake valve assembly directly or through the valve transmission block through the intake brake push rod and the intake brake rocker arm, or drives the intake valve assembly through the valve bridge assembly, and the intake brake fulcrum assembly correspondingly It is disposed between any two contact ends between the intake brake cam and the intake valve assembly or between any two contact ends between the intake brake cam and the valve bridge assembly. In the drive mode, 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. In the braking mode, 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. In the drive or brake mode, 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 first drive piston, a second drive piston, a lock block, a drive lock spring, and a drive return spring. A mounting hole and a drive control oil passage are provided on the fixing member. After the first drive piston and the second drive piston are nested, they are mounted in the fixture. A drive return spring is disposed between the first drive piston and the second drive piston. In the first driving piston and the second driving piston, the nester is provided with a lateral hole, and the lateral hole is provided with a locking block and a driving locking spring, and the nester is provided with an oil hole and a locking groove or a locking hole to drive The control oil passage is connected to the locking groove or the locking hole through the oil hole. When the drive control oil passage is high pressure oil, the first drive piston and the second drive piston are not locked, and the drive fulcrum assembly fails. When the drive control oil passage is low pressure oil, the first drive piston and the second drive piston are locked by the lock block, and the drive fulcrum assembly operates. 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 employs a first brake fulcrum assembly. The first brake fulcrum assembly includes at least a first brake piston, a second brake piston, a first lock block, a second lock block, a brake lock spring, and a brake return spring. A mounting hole and a brake control oil passage are provided on the fixing member. After the first brake piston and the second brake piston are nested, they are installed in the fixing member, and a brake return spring, a first brake piston and a second system are disposed between the first brake piston and the second brake piston. A guiding mechanism is also disposed between the moving pistons. In the first brake piston and the second brake piston, a first locking block and a brake lock spring are disposed in the lateral hole of the nester, and the nesting body is provided with a locking hole and an oil hole connected to each other, and the lock is provided. A second locking block is disposed in the hole, and the oil hole is connected to the brake control oil passage. When the brake control oil passage is low pressure oil, the first brake piston and the second brake piston are not locked, and the first brake fulcrum assembly fails. When the brake control oil passage is high pressure oil, the first brake piston and the second brake piston are locked by the second lock block, and the first brake fulcrum assembly operates. Or the first 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.

The brake fulcrum assembly employs a second brake fulcrum assembly. The second brake fulcrum assembly includes at least a first hydraulic piston, a second hydraulic piston, a spool valve body, a spool return spring, a check valve spool, and a check valve return spring. The fixing member is provided with a mounting hole, a driving oil passage, a drain oil passage, and a control oil passage. The first hydraulic piston and the second hydraulic piston are both mounted in a fixing member or a piston bushing fixedly disposed on the fixing member, or the first hydraulic piston and the second hydraulic piston are nested, and then mounted on the fixing member or fixedly disposed at Inside the piston bushing on the fixture. An oil chamber between the first hydraulic piston and the second hydraulic piston is coupled to the drive oil passage. The spool valve body is installed in the fixing member or the sliding valve bushing fixedly disposed on the fixing member, the check valve spool and the check valve return spring are installed in the sliding valve body, and the sliding valve is formed on the oil inlet side of the one-way valve The oil chamber is connected to the control oil passage, and the oil chamber formed by the slide valve on the oil outlet side of the one-way valve is a one-way oil chamber, and a lateral oil hole is provided on the spool valve body on the oil discharge side of the one-way valve, one-way The oil chamber is not connected to the oil chamber where the spring of the spool return spring, and the oil chamber where the spool return spring is connected with the drain oil passage. When the control oil passage is low pressure oil, the driving oil passage is connected to the drain oil passage, the control oil passage and the one-way oil chamber are blocked, and the hydraulic oil between the first hydraulic piston and the second hydraulic piston passes through the driving oil passage, The drain oil passage is discharged and the second brake fulcrum assembly fails. When the control oil passage is high pressure oil, the control oil passage is connected to the drive oil passage through the one-way oil chamber, the drain oil passage is blocked, and the high pressure oil enters the first hydraulic piston through the control oil passage, the one-way oil chamber, and the drive oil passage. The oil chamber between the second hydraulic piston and the second brake fulcrum assembly operates.

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, and 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 reset mechanism. 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.

Beneficial effect

The variable mode valve drive system mainly comprises an exhaust brake cam, an exhaust drive cam, an intake drive cam and an intake brake cam, and each cam drives the valve through a push rod and a rocker arm. Also included is an exhaust brake fulcrum assembly, an exhaust drive fulcrum assembly, an intake drive fulcrum assembly, and an intake brake fulcrum assembly disposed between each cam and a respective valve assembly or between each cam and a respective valve bridge assembly. (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. (b) The drive fulcrum assembly and the brake fulcrum assembly are all mounted in the fixed part, the dynamic seal is sealed by a conventional plunger coupler, and the static seal is sealed by a conventional seal ring, which not only ensures zero leakage, but also has low cost; When the second brake fulcrum assembly is used, the number of moving parts of the valve drive system is small, the energy consumption is low, and the reliability is high. (c) The drive fulcrum assembly can integrate the function of hydraulic clearance adjustment, featuring automatic compensation of valve clearance, reducing impact and prolonging the service life of each component to improve engine reliability, reduce noise and reduce vibration. (d) Adopting mechanical valve driving method, the system has high reliability; each component adopts integrated design and the system structure is compact; for different models, various layouts are provided, and the application range is wide; it can be passed between the cam and the valve assembly. A variable valve mechanism is provided between any two contact ends, and a camshaft phase adjustment mechanism is arranged on the camshaft, thereby realizing a variable valve event in each mode, and finally achieving a more complete range of engine drive-brake operation. Good low fuel consumption, low emissions and efficient braking. (d) Each component is standard or designed as a separate module. For example, the drive fulcrum assembly and the brake fulcrum assembly are separate templates, which improve the versatility and replaceability of the components. (e) The arrangement position of the fulcrum assembly of the present invention determines that the oil circuit arrangement of the present invention is compact and reduces the processing difficulty, and the number of control valves is greatly reduced. For example, when the cylinder deactivation mode is used, a control valve can be used to simultaneously control The air drive fulcrum assembly and the exhaust drive fulcrum assembly, one control valve simultaneously controls the intake brake fulcrum assembly and the exhaust brake fulcrum assembly; when there is no cylinder deactivation mode, a control valve can be used to simultaneously control the intake drive fulcrum assembly and Exhaust drive fulcrum assembly, intake brake fulcrum assembly, and exhaust brake fulcrum assembly; a reduction in the number of control valves can reduce system cost. The system has 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.

DRAWINGS

The invention will now be further described with reference to the drawings and embodiments.

Figure 1 is a schematic diagram of a variable mode valve drive mechanism.

Figure 2 is a schematic view of the valve head when the rocker directly drives the valve.

Figure 3 is a schematic view of the valve train block.

4 is a schematic view of the first valve bridge assembly.

Figure 5 is a schematic view of the second valve bridge.

Figure 6 is a schematic illustration of a third valve bridge assembly.

Figure 7 is a schematic view of a first embodiment of a drive fulcrum assembly.

Figure 8 is a schematic view of a second scheme of the drive fulcrum assembly.

Figure 9 is a first schematic view of the first brake fulcrum assembly.

Figure 10 is a second schematic view of the first brake fulcrum assembly.

Figure 11 is a first schematic view of the second brake fulcrum assembly.

Figure 12 is a second schematic view of the second brake fulcrum assembly.

Figure 13 is a schematic view of a third embodiment of the second brake fulcrum assembly.

Figure 14 is a fourth schematic view of the second brake fulcrum assembly.

Figure 15 is a schematic view of a third embodiment of the first brake fulcrum assembly.

In the figure: 1, camshaft; 101, exhaust brake cam; 102, exhaust drive cam; 103, intake drive cam; 104, intake brake cam; 201, exhaust drive fulcrum assembly; 202, intake Driving fulcrum assembly; 21A, first driving piston; 21B, second driving piston; 22, locking block; 23, driving locking spring; 24, driving return spring; 25, driving fulcrum assembly bushing; 301, exhaust brake fulcrum Component; 302, intake brake fulcrum assembly; 31A, first brake piston; 31B, second brake piston; 32A, first lock block; 32B, second lock block; 33, brake lock spring; Brake return spring; 35, brake fulcrum assembly bushing; 311A, first hydraulic piston; 311B, second hydraulic piston; 312, brake spool valve body; 313, brake spool return spring; 314, brake One-way valve spool; 315, brake check valve return spring; 351, first block; 352, second block; 353, third block; 316, spool bushing; 317, piston bushing; 318, the fourth block; 304, one-way oil chamber; 401, exhaust brake push rod; 402, exhaust drive push rod; 403, into Driving push rod; 404, intake brake push rod; 5001, drive input end; 5002, brake input end; 5003, output end; 5101, valve drive input end; 5102, valve brake input end; 501, first Valve bridge assembly; 511, first valve bridge; 5111, first drive input; 5122, first valve bridge output; 512, first transmission rod; 5121, first brake input; 5122, first transmission rod Output end; 501A, exhaust side first valve bridge assembly; 501B, intake side first valve bridge assembly; 502, second valve bridge assembly; 521, second valve bridge; 5211, second brake input terminal; a second drive input end; 5213, a second valve bridge first output end; 5214, a second valve bridge second output end; 522, a drive rocker arm reset mechanism; 531, a third valve bridge; 532, a second drive rod ;5311, third drive input; 5122, third valve bridge output; 5321, third brake input; 5322, second transmission rod output; 611, first exhaust valve assembly; 612, second row Valve assembly; 621, first intake valve assembly; 622, second intake valve assembly; 61, HLA valve Core; 62, HLA check valve; 63, HLA check valve spring; 64, HLA check valve spring seat; 65, HLA spool return spring; 66, HLA limit; 67, HLA low pressure chamber; 68, HLA High pressure chamber; 69, HLA valve body; 701, exhaust brake rocker arm reset mechanism; 702, intake brake rocker arm reset mechanism; 801, exhaust brake rocker arm; 802, exhaust drive rocker arm; 803, intake drive Rocker arm; 804, intake brake rocker arm; 9, fixed parts; 92, drive control oil circuit; 93, brake control oil circuit; 96, gap adjustment oil delivery road; 901, drive oil circuit; 902, oil drain Oil road; 903, control oil circuit.

BEST MODE FOR CARRYING OUT THE INVENTION

The present invention relates to a variable mode valve drive system. It includes an intake valve assembly and an exhaust valve assembly, and further includes a cam disposed on the camshaft 1, two drive fulcrum assemblies mounted on the fixture, and two brake fulcrum assemblies, a push rod, a rocker arm, and a rocker Arm reset mechanism. The cam includes an exhaust brake cam 101, an exhaust drive cam 102, an intake drive cam 103, and an intake brake cam 104. The drive fulcrum assembly includes an exhaust drive fulcrum assembly 201 and an intake drive fulcrum assembly 202, a brake fulcrum assembly An exhaust brake fulcrum assembly 301 and an intake brake fulcrum assembly 302 are included. The push rod includes an exhaust brake push rod 401, an exhaust drive push rod 402, an intake drive push rod 403, and an intake brake push rod 404. The rocker arm includes an exhaust brake rocker arm 801, an exhaust drive rocker arm 802, an intake drive rocker arm 803, and an intake brake rocker arm 804. The rocker arm reset mechanism includes an exhaust brake rocker arm reset mechanism 701 and an intake brake rocker arm. Reset mechanism 702. The exhaust brake cam 101 drives the exhaust valve assembly directly or through the valve transmission block through the exhaust brake push rod 401 and the exhaust brake rocker arm 801, or drives the exhaust valve assembly through the valve bridge assembly, the exhaust brake fulcrum The assembly 301 is correspondingly disposed between any two contact ends between the exhaust brake cam 101 and the exhaust valve assembly or between any two contact ends between the exhaust brake cam 101 and the valve bridge assembly. The exhaust drive cam 102 drives the exhaust valve assembly directly or through the valve drive block through the exhaust drive push rod 402 and the exhaust drive rocker arm 802, or drives the exhaust valve assembly through the valve bridge assembly, and the exhaust drive fulcrum assembly 201 corresponds It is disposed between any two contact ends between the exhaust drive cam 102 and the exhaust valve assembly or between any two contact ends between the exhaust drive cam 102 and the valve bridge assembly. The intake drive cam 103 drives the intake valve assembly directly or through the valve drive block through the intake drive push rod 403 and the intake drive rocker arm 803, or drives the intake valve assembly through the valve bridge assembly, and the intake drive fulcrum assembly 202 corresponds It is disposed between any two contact ends between the intake drive cam 103 and the intake valve assembly or between any two contact ends between the intake drive cam 103 and the valve bridge assembly. The intake brake cam 104 drives the intake valve assembly directly or through the valve train block through the intake brake push rod 404 and the intake brake rocker arm 804, or drives the intake valve assembly through the valve bridge assembly, the intake brake fulcrum The assembly 302 is correspondingly disposed between any two contact ends between the intake brake cam 104 and the intake valve assembly or between any two contact ends between the intake brake cam 104 and the valve bridge assembly. In the drive mode, the exhaust drive fulcrum assembly 201 and the intake drive fulcrum assembly 202 of the working cylinder operate, and the exhaust brake fulcrum assembly 301 and the intake brake fulcrum assembly 302 fail. In the braking mode, the exhaust drive fulcrum assembly 201 and the intake drive fulcrum assembly 202 of the working cylinder fail, and the exhaust brake fulcrum assembly 301 and the intake brake fulcrum assembly 302 operate. In the drive or brake mode, the exhaust drive fulcrum assembly 201, the intake drive fulcrum assembly 202, the exhaust brake fulcrum assembly 301, and the intake brake fulcrum assembly 302 of the deactivated cylinder are disabled. Figure 1 is an embodiment of a variable mode valve drive mechanism.

When there is only one valve for the intake side or the exhaust side, the brake rocker arm and the drive rocker arm drive the valve assembly directly or through the valve train block. Figure 2 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. Figure 3 is a schematic view of the 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.

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. For example, 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. 4 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. At the bridge output end 5112, the first transmission rod 512 includes a first brake input end 5121 and a first transmission rod output end 5122. Figure 5 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 reset mechanism 522. The second valve bridge 521 includes a second brake input terminal 5211, a second drive input terminal 5212, and a second valve bridge first output terminal 5213. And a second valve bridge second output 5214. Figure 6 is a schematic illustration of a 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. For the exhaust side or the intake side, 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.

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. With the second valve bridge assembly 502, the two valves operate synchronously in the drive and brake modes.

A variable valve mechanism can also be provided between any two contact ends between the cam and the valve assembly, and a camshaft phase adjustment mechanism can also be provided on the camshaft to implement a variable valve event in each mode, and finally Better fuel economy, low emissions and efficient braking in the full range of engine drive-brake conditions.

Figures 7 and 8 are two embodiments of a drive fulcrum assembly, respectively. The drive fulcrum assembly includes at least a first drive piston 21A, a second drive piston 21B, a lock block 22, a drive lock spring 23, and a drive return spring 24. A mounting hole and a drive control oil passage 92 are provided on the fixing member. After the first drive piston 21A and the second drive piston 21B are nested, they are mounted in the fixture. A drive return spring 24 is disposed between the first drive piston 21A and the second drive piston 21B. In the first drive piston 21A and the second drive piston 21B, the nester is provided with a lateral hole, and the lateral hole is provided with a lock block 22 and a drive lock spring 23, and the nester is provided with an oil hole and a lock groove or The locking hole, the drive control oil passage 92 is connected to the locking groove or the locking hole through the oil hole. When the drive control oil passage 92 is high pressure oil, the first drive piston 21A and the second drive piston 21B are not locked, and the drive fulcrum assembly is disabled. When the drive control oil passage 92 is low pressure oil, the first drive piston 21A and the second drive piston 21B are locked by the lock block 22, and the drive fulcrum assembly operates. The drive fulcrum assembly also includes a combination of a drive fulcrum assembly bushing 25, a hydraulic lash adjustment assembly or a drive fulcrum assembly bushing 25 and a hydraulic lash adjustment assembly.

The brake fulcrum assembly employs a first brake fulcrum assembly. Figures 9 and 10 are two embodiments of a first brake fulcrum assembly, respectively. The first brake fulcrum assembly includes at least a first brake piston 31A, a second brake piston 31B, a first lock block 32A, a second lock block 32B, a brake lock spring 33, and a brake return spring 34. A mounting hole and a brake control oil passage 93 are provided on the fixing member. After the first brake piston 31A and the second brake piston 31B are nested, they are mounted in the fixing member, and a brake return spring 34 is disposed between the first brake piston 31A and the second brake piston 31B. The first brake is provided. A guide mechanism is also disposed between the piston 31A and the second brake piston 31B. In the first brake piston 31A and the second brake piston 31B, a first locking block 32A and a brake lock spring 33 are disposed in the lateral holes of the nester, and the nesting body is provided with locking holes connected to each other and The oil hole and the locking hole are provided with a second locking block 32B, and the oil hole is connected to the brake control oil path 93. When the brake control oil passage 93 is low pressure oil, the first brake piston 31A and the second brake piston 31B are not locked, and the first brake fulcrum assembly is disabled. When the brake control oil passage 93 is high pressure oil, the first brake piston 31A and the second brake piston 31B are locked by the second lock block 32B, and the first brake fulcrum assembly operates. Or the first brake fulcrum assembly further includes a combination of a brake fulcrum assembly bushing 35, a hydraulic lash adjustment assembly or a brake fulcrum assembly bushing 35 and a hydraulic lash adjustment assembly.

When the drive fulcrum assembly or the first brake fulcrum assembly includes the hydraulic lash adjustment assembly, the fixed member 9 is further provided with a gap adjustment oil delivery passage 96. In FIGS. 8 and 10, 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 with respect to the first drive piston 21A or the first brake piston 31A, thereby realizing the valve clearance adjustment function. In Figure 15, 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. Body 69. 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 first driving piston. The position of the 21A or the first brake piston 31A realizes the valve clearance adjustment function. Including the hydraulic lash adjustment assembly, the drive fulcrum assembly or the brake fulcrum assembly increases the automatic compensation of valve clearance changes due to machining, assembly, wear, cold and hot temperature changes, while ensuring the transmission of power to the valve drive system. Function, reduce impact and extend the service life of each part to improve engine reliability, reduce noise and reduce vibration.

The brake fulcrum assembly employs a second brake fulcrum assembly. Figures 11-14 are four embodiments of a second brake fulcrum assembly, respectively. The second brake fulcrum assembly includes at least a first hydraulic piston 311A, a second hydraulic piston 311B, a spool valve body 312, a spool return spring 313, a check valve spool 314, and a check valve return spring 315. A mounting hole, a driving oil passage 901, a drain oil passage 902, and a control oil passage 903 are provided in the fixing member. The first hydraulic piston 311A and the second hydraulic piston 311B are both mounted in a fixing member or a piston bushing 317 fixedly disposed on the fixing member, or the first hydraulic piston 311A and the second hydraulic piston 311B are nested and then fixed. The piece is fixed or fixed in the piston bushing 317 on the fixing member. The oil chamber between the first hydraulic piston 311A and the second hydraulic piston 311B is connected to the driving oil passage 901. The spool valve body 312 is mounted in a fixing member or a spool bushing 316 fixedly disposed on the fixing member, and the one-way valve spool 313 and the one-way valve return spring 314 are installed in the spool valve body 312, and the spool valve is in a single The oil chamber formed on the oil inlet side of the valve is connected to the control oil passage 903. The oil chamber formed by the slide valve on the oil discharge side of the check valve is a one-way oil chamber 314, and is disposed on the spool valve body 312 on the oil discharge side of the check valve. A lateral oil hole is provided, and the one-way oil chamber 314 is not in communication with the oil chamber where the spool return spring 313 is located, and the oil chamber where the spool return spring 313 is located is connected to the drain oil passage 902. When the control oil passage 903 is low pressure oil, the drive oil passage 901 is connected to the drain oil passage 902, and both the control oil passage 903 and the one-way oil chamber 314 are blocked, between the first hydraulic piston 311A and the second hydraulic piston 311B. The hydraulic oil is discharged through the driving oil passage 901 and the drain oil passage 902, and the second brake fulcrum assembly is disabled. When the control oil passage 903 is high pressure oil, the control oil passage 903 is connected to the drive oil passage 901 through the one-way oil chamber 314, the drain oil passage 902 is blocked, and the high pressure oil passes through the control oil passage 903, the one-way oil chamber 314, and the drive. The oil passage 901 enters an oil chamber between the first hydraulic piston 311A and the second hydraulic piston 311B, and the second brake fulcrum assembly operates.

As shown in FIG. 11, the brake spool valve body 312 is a through hole structure in the axial direction, and the check valve body 312 is provided with a one-way valve seat, a one-way valve seat, a brake check valve spool 314, The brake check valve return spring 315 is sequentially contacted, the first blocking block 351 is fixedly mounted on the brake spool valve body 312, and the first blocking block 351 is in contact with the brake check valve return spring 315, and the first blocking block 351 The one-way oil chamber 304 is blocked by the oil chamber in which the brake spool return spring 313 is located. 12 to FIG. 14, the brake spool valve body 312 has a blind hole structure in the axial direction, and the brake spool valve body 312 blocks the oil chamber in which the one-way oil chamber 304 and the brake spool return spring 313 are located. The brake spool valve body 312 is provided with a one-way valve return spring seat, the one-way valve return spring seat, the brake check valve return spring 315, and the brake check valve spool 314 are sequentially contacted. In Fig. 12, the second blocking block 352 is fixedly mounted on the brake spool valve body 312, the second blocking block 352 is provided with a one-way valve seat, and the one-way valve seat is connected to the brake check valve spool 314. contact. In Figures 13 and 14, the brake spool valve body 312 and the brake check valve spool 314 are sliding seals. The brake check valve spool 314 is in direct contact with the fixing member 8 or the spool bushing T1, as shown in FIG. 13; the brake check valve spool 314 is in contact with the fixing member 8 or the spool bushing T1 through the third blocking block 353. , as shown in Figure 14. The fourth block 318 acts as a spring seat for the brake spool return spring 313 and ensures that the oil chamber in which the brake spool return spring 313 is located is connected to the drain oil passage 902.

The various types of bushings provided on the drive fulcrum assembly and brake fulcrum assembly are designed to modularize the components and increase their versatility and interchangeability.

In the drive mode, the exhaust drive fulcrum assembly 201 and the intake drive fulcrum assembly 202 of the working cylinder operate, and the exhaust brake fulcrum assembly 301 and the intake brake fulcrum assembly 302 fail. Regardless of which valve bridge assembly is used on the intake and exhaust side, the exhaust brake brake arm 101 cannot pass the exhaust brake rocker arm 501 under the action of the exhaust brake rocker arm reset mechanism 701 due to the failure of the exhaust brake fulcrum assembly 301. Drive the exhaust valve. Since the intake brake fulcrum assembly 302 fails, the intake brake cam 104 cannot actuate the intake valve through the intake brake rocker arm 504 under the action of the intake brake rocker arm reset mechanism 702. When the first valve bridge assembly 501 or the third valve bridge assembly is employed on the exhaust side, since the exhaust drive fulcrum assembly 201 operates, the exhaust drive cam 102 drives the rocker arm 502 and the first valve bridge assembly 501 or the first through the exhaust. The three-valve bridge assembly simultaneously drives the first exhaust valve assembly 611 and the second exhaust valve assembly 612. When the second valve bridge assembly 502 is employed on the exhaust side, since the exhaust drive fulcrum assembly 201 operates, the exhaust drive cam 102 simultaneously drives the first exhaust valve assembly 611 through the exhaust drive rocker arm 502 and the second valve bridge 521. And a second exhaust valve assembly 612. When the intake valve side adopts the first valve bridge assembly 501 or the third valve bridge assembly, since the intake drive fulcrum assembly 202 operates, the intake drive cam 103 drives the rocker arm 503 and the first valve bridge assembly 501 or the first through the intake air. The three-valve bridge assembly simultaneously drives the first intake valve assembly 621 and the second intake valve assembly 622. When the second valve bridge assembly 502 is employed on the intake side, since the intake drive fulcrum assembly 202 operates, the intake drive cam 103 simultaneously drives the first intake valve assembly 621 through the intake drive rocker arm 503 and the second valve bridge 521. And a second intake valve assembly 622.

In the braking mode, the exhaust drive fulcrum assembly 201 and the intake drive fulcrum assembly 202 of the working cylinder fail, and the exhaust brake fulcrum assembly 301 and the intake brake fulcrum assembly 302 operate. When the exhaust valve side adopts the first valve bridge assembly 501 or the third valve bridge assembly, the exhaust drive drive cam 102 cannot be operated by the spring force of the first exhaust valve assembly 611 due to the failure of the exhaust drive fulcrum assembly 201. The first exhaust valve assembly 611 and the second exhaust valve assembly 612 are driven by the exhaust drive rocker arm 502 and the first valve bridge assembly 501 or the third valve bridge assembly. Since the exhaust brake fulcrum assembly 301 operates, the exhaust brake cam 101 drives the second exhaust valve assembly 612 through the exhaust brake rocker arm 501 and the first transmission rod 512. When the second valve bridge assembly 502 is employed on the exhaust side, the exhaust drive cam 102 cannot drive the rocker arm 502 and the second through the exhaust by the drive rocker reset mechanism 522 due to the failure of the exhaust drive fulcrum assembly 201. The valve bridge 521 drives the first exhaust valve assembly 611 and the second exhaust valve assembly 612. Since the exhaust brake fulcrum assembly 301 operates, the exhaust brake cam 101 simultaneously drives the first exhaust valve assembly 611 and the second exhaust valve assembly 612 through the exhaust brake rocker arm 501 and the second valve bridge 521. When the intake valve side adopts the first valve bridge assembly 501 or the third valve bridge assembly, since the intake drive fulcrum assembly 202 fails, the intake drive cam 103 cannot be operated by the spring force of the first intake valve assembly 621. The first intake valve assembly 621 and the second intake valve assembly 622 are driven by the intake drive rocker arm 503 and the first valve bridge assembly 501 or the third valve bridge assembly. As the intake brake fulcrum assembly 302 operates, the intake brake cam 104 drives the second intake valve assembly 622 through the intake brake rocker arm 504 and the first drive rod 512. When the second valve bridge assembly 502 is adopted on the intake side, since the intake drive fulcrum assembly 202 fails, the intake drive cam 103 cannot drive the rocker arm 503 and the second through the intake of the rocker reset mechanism 522. The valve bridge 521 drives the first intake valve assembly 621 and the second intake valve assembly 622. Since the intake brake fulcrum assembly 302 operates, the intake brake cam 104 simultaneously drives the first intake valve assembly 621 and the second intake valve assembly 622 through the intake brake rocker arm 504 and the second valve bridge 521. It is worth mentioning that 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.

In the drive or brake mode, the exhaust drive fulcrum assembly 201, the intake drive fulcrum assembly 202, the exhaust brake fulcrum assembly 301, and the intake brake fulcrum assembly 302 of the stop cylinder are disabled, so all intake and exhaust valves are Stay closed.

Embodiments of the invention

Same as the best implementation .

Industrial applicability

The invention has compact structure, high reliability and low cost. By controlling the state of each fulcrum, four-stroke drive, two-stroke brake, and cylinder deactivation modes are realized to achieve low fuel consumption, low emissions, and high-efficiency braking.

Sequence table free content

no

Claims

A variable mode valve drive system comprising an intake valve assembly and an exhaust valve assembly, characterized in that it further comprises a cam disposed on the camshaft (1), two drive fulcrum assemblies mounted on the fixture, and Two brake fulcrum assemblies, push rods, rocker arms, rocker arm reset mechanisms; the cams include an exhaust brake cam (101), an exhaust drive cam (102), an intake drive cam (103), and an intake system a moving cam (104), the drive fulcrum assembly comprising an exhaust drive fulcrum assembly (201) and an intake drive fulcrum assembly (202), the brake fulcrum assembly including an exhaust brake fulcrum assembly (301) and an intake system a fulcrum assembly (302), the push rod includes an exhaust brake push rod (401), an exhaust drive push rod (402), an intake drive push rod (403), and an intake brake push rod (404), The rocker arm includes an exhaust brake rocker arm (801), an exhaust drive rocker arm (802), an intake drive rocker arm (803), and an intake brake rocker arm (804), the rocker arm reset mechanism including exhaust Brake rocker arm reset mechanism (701) and intake brake rocker arm reset mechanism (702); The air brake cam (101) drives the exhaust valve assembly directly or through the valve transmission block through the exhaust brake push rod (401) and the exhaust brake rocker arm (801), or drives the exhaust valve assembly through the valve bridge assembly, An exhaust brake fulcrum assembly (301) is correspondingly disposed between any two contact ends between the exhaust brake cam (101) and the exhaust valve assembly or between the exhaust brake cam (101) and the valve bridge assembly Between any two contact ends; the exhaust drive cam (102) drives the exhaust arm (802) through the exhaust drive push rod (402) and the exhaust drive, or directly or through the valve drive block to drive the exhaust valve assembly, or through the valve The bridge assembly drives an exhaust valve assembly, and the exhaust drive fulcrum assembly (201) is correspondingly disposed between any two contact ends between the exhaust drive cam (102) and the exhaust valve assembly or the exhaust drive cam (102) and Between any two contact ends between the valve bridge assemblies; the intake drive cam (103) drives the intake valves directly or through the valve drive block via the intake drive push rod (403) and the intake drive rocker arm (803) Component, or drive through a valve bridge assembly An intake valve assembly, the intake drive fulcrum assembly (202) is correspondingly disposed between any two contact ends between the intake drive cam (103) and the intake valve assembly or the intake drive cam (103) and the valve bridge assembly Between any two contact ends; the intake brake cam (104) drives the intake valve assembly directly or through the valve train via the intake brake pusher (404) and the intake brake rocker (804) Or driving the intake valve assembly through a valve bridge assembly, the intake brake fulcrum assembly (302) being correspondingly disposed between any two contact ends between the intake brake cam (104) and the intake valve assembly or intake Between any two contact ends between the brake cam (104) and the valve bridge assembly; in the drive mode, the exhaust drive fulcrum assembly (201) of the working cylinder and the intake drive fulcrum assembly (202) operate, exhaust The brake fulcrum assembly (301) and the intake brake fulcrum assembly (302) fail; in the brake mode, the exhaust drive fulcrum assembly (201) and the intake drive fulcrum assembly (202) of the working cylinder are disabled, and the exhaust system is exhausted. Moving fulcrum assembly (301) and The brake fulcrum assembly (302) operates; in the drive or brake mode, the exhaust drive fulcrum assembly (201) of the stop cylinder, the intake drive fulcrum assembly (202), the exhaust brake fulcrum assembly (301), and The air brake fulcrum assembly (302) fails.
A variable mode valve drive system according to claim 1, wherein said drive fulcrum assembly comprises at least a first drive piston (21A), a second drive piston (21B), a locking block (22), and a drive lock. a spring (23), and a drive return spring (24); the fixing member is provided with a mounting hole and a drive control oil passage (92); the first drive piston (21A) and the second drive piston (21B) are nested Thereafter, mounted in the fixing member; a driving return spring (24) is disposed between the first driving piston (21A) and the second driving piston (21B); the first driving piston (21A) and the second driving piston (21B) The nested person is provided with a lateral hole, and the lateral hole is provided with a locking block (22) and a drive locking spring (23), and the nester is provided with an oil hole and a locking groove or a locking hole to drive and control the oil passage ( 92) being connected to the locking groove or the locking hole through the oil hole; when the driving control oil path (92) is high pressure oil, the first driving piston (21A) and the second driving piston (21B) are not locked, and the driving fulcrum assembly is disabled; When the drive control oil circuit (92) is low pressure The first drive piston (21A) and the second drive piston (21B) are locked by the locking block (22) to drive the fulcrum assembly to operate; or the drive fulcrum assembly further includes a drive fulcrum assembly bushing (25), hydraulic clearance adjustment A combination of components or drive fulcrum assembly bushings (25) and hydraulic lash adjustment assemblies.
A variable mode valve drive system according to claim 1 wherein said brake fulcrum assembly employs a first brake fulcrum assembly; said first brake fulcrum assembly includes at least a first brake piston (31A) a second brake piston (31B), a first lock block (32A), a second lock block (32B), a brake lock spring (33), a brake return spring (34); a mounting hole and a brake control oil passage (93); the first brake piston (31A) and the second brake piston (31B) are nested and mounted in the fixing member, the first brake piston (31A) and A brake return spring (34) is disposed between the second brake piston (31B), and a guiding mechanism is further disposed between the first brake piston (31A) and the second brake piston (31B); the first brake piston In the (31A) and the second brake piston (31B), the first locking block (32A) and the brake lock spring (33) are disposed in the lateral holes of the nester, and the nesters are connected to each other. A locking hole and an oil hole are provided, and a second locking block (32B) is provided in the locking hole, and the oil hole and the brake control oil path (93) Connected; when the brake control oil passage (93) is low pressure oil, the first brake piston (31A) and the second brake piston (31B) are not locked, the first brake fulcrum assembly fails; when the brake control oil When the road (93) is high pressure oil, the first brake piston (31A) and the second brake piston (31B) are locked by the second locking block (32B), the first brake fulcrum assembly operates; or the first system The moving fulcrum assembly also includes a combination of a brake fulcrum assembly bushing (35), a hydraulic lash adjustment assembly or a brake fulcrum assembly bushing (35) and a hydraulic lash adjustment assembly.
A variable mode valve drive system according to claim 1 wherein said brake fulcrum assembly employs a second brake fulcrum assembly; said second brake fulcrum assembly includes at least a first hydraulic piston (311A) a second hydraulic piston (311B), a spool valve body (312), a spool return spring (313), a check valve spool (314), and a check valve return spring (315); a mounting hole, a driving oil passage (901), a drain oil passage (902), and a control oil passage (903); the first hydraulic piston (311A) and the second hydraulic piston (311B) are both mounted on a fixing member or fixedly fixed at a fixed position The piston bushing (317) on the piece, or the first hydraulic piston (311A) and the second hydraulic piston (311B) are nested, and then mounted on the fixing member or the piston bushing (317) fixedly disposed on the fixing member. The oil chamber between the first hydraulic piston (311A) and the second hydraulic piston (311B) is connected to the driving oil passage (901); the spool valve body (312) is mounted on the fixing member or fixedly disposed on the fixing member. In the spool bushing (316), check valve spool (313) and one-way The return spring (314) is installed in the spool valve body (312), and the oil chamber formed by the slide valve on the oil inlet side of the check valve is connected to the control oil passage (903), and the oil formed by the slide valve on the oil discharge side of the check valve The chamber is a one-way oil chamber (314), and a lateral oil hole is provided on the spool valve body (312) on the oil discharge side of the check valve, and the one-way oil chamber (314) and the spool return spring (313) are located. The oil chamber is not connected, the oil chamber where the spool return spring (313) is connected to the drain oil passage (902); when the control oil passage (903) is low pressure oil, the oil passage (901) and the drain oil are driven. The road (902) is connected, the control oil passage (903) and the one-way oil chamber (314) are both blocked, and the hydraulic oil between the first hydraulic piston (311A) and the second hydraulic piston (311B) passes through the driving oil passage (901). The drain oil passage (902) is discharged, the second brake fulcrum assembly fails; when the control oil passage (903) is high pressure oil, the control oil passage (903) passes through the one-way oil chamber (314) and the drive oil The road (901) is connected, the oil drain circuit (902) is blocked, and the high pressure oil passes through the control oil passage (903), the one-way oil chamber (314), and the drive oil passage (901). The oil chamber between the first hydraulic piston (311A) and the second hydraulic piston (311B) is operated, and the second brake fulcrum assembly operates.
A variable mode valve drive system according to claim 1, wherein when the rocker arm directly drives the valve assembly, the valve assembly includes a valve drive input end (5101) and a valve brake input end (5102); The rocker arm is in contact with the valve drive input (5101), and the brake rocker is in contact with the valve brake input (5102).
A variable mode valve drive system according to claim 1, wherein said valve transmission block comprises a drive input (5001), a brake input (5002) and an output (5003); The drive input (5001) is in contact, the brake rocker is in contact with the brake input (5002), and the output (5003) drives the valve assembly.
A variable mode valve actuation system according to claim 1 wherein said exhaust valve assembly further comprises a first exhaust valve assembly (611) and a second exhaust valve assembly (612) or said inlet The valve assembly also includes a first intake valve assembly (621) and a second intake valve assembly (622), the valve bridge assembly employing a first valve bridge assembly (501), a second valve bridge assembly (502), or a three-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) driving the first transmission rod (512) through the boss The first valve bridge (511) includes a first drive input (5111) and a first valve bridge output (5112), the first drive rod (512) including a first brake input (5121) and a first drive rod An output (5122); the second valve bridge assembly (502) includes a second valve bridge (521) and a drive rocker reset mechanism (522), and the second valve bridge (521) includes a second brake input (5211) ), the second drive input end (5212), the second valve bridge first output end (5213) a second valve bridge second output end (5214); the third valve bridge assembly includes a third valve bridge (531) and a second transmission rod (532), and the third valve bridge (531) is driven by the hinge and the boss The second transmission rod (532), the third valve bridge (531) includes a third drive input end (5311) and a third valve bridge output end (5312), and the second transmission rod (532) includes a third brake input end (5321) And a second transmission rod output end (5322); for the exhaust side or the intake side, a first valve bridge assembly (501) is used, the drive rocker arm is in contact with the first drive input end (5111), the brake rocker arm and the A brake input end (5121) is in contact, the first valve bridge output end (5112) and the first transmission rod output end (5122) are respectively in contact with the two valve assemblies; and the second side is used for the exhaust side or the intake side a valve bridge assembly (502), the drive rocker arm is in contact with the second drive input end (5212), the brake rocker arm is in contact with the second brake input end (5211), the second valve bridge first output end (5213) and The second valve bridge second output end (5214) is respectively associated with two valve assemblies Touch; for the exhaust side or the intake side, a third valve bridge assembly is used, the drive rocker arm is in contact with the third drive input end (5311), and the brake rocker arm is in contact with the third brake input end (5321), and the third The valve bridge output (5312) and the second transmission rod output (5322) are in contact with the two valve assemblies, respectively.
A variable mode valve actuation system according to any of the preceding claims, wherein said variable valve mechanism is disposed between any two contact ends between the cam and the valve assembly.
A variable mode valve drive system according to claim 1, wherein a camshaft phase modulation mechanism is disposed on said camshaft (1).