WO2021139564A1 - 全可变电液气门系统 - Google Patents

全可变电液气门系统 Download PDF

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Publication number
WO2021139564A1
WO2021139564A1 PCT/CN2020/140614 CN2020140614W WO2021139564A1 WO 2021139564 A1 WO2021139564 A1 WO 2021139564A1 CN 2020140614 W CN2020140614 W CN 2020140614W WO 2021139564 A1 WO2021139564 A1 WO 2021139564A1
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WO
WIPO (PCT)
Prior art keywords
piston
screw shaft
shaft
sliding sleeve
sliding
Prior art date
Application number
PCT/CN2020/140614
Other languages
English (en)
French (fr)
Inventor
王立峰
王秀强
Original Assignee
潍坊力创电子科技有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202010026706.0A external-priority patent/CN111173585A/zh
Priority claimed from CN202010026697.5A external-priority patent/CN111075531A/zh
Priority claimed from CN202010026736.1A external-priority patent/CN111206973A/zh
Application filed by 潍坊力创电子科技有限公司 filed Critical 潍坊力创电子科技有限公司
Priority to US17/791,170 priority Critical patent/US20230031051A1/en
Publication of WO2021139564A1 publication Critical patent/WO2021139564A1/zh

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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0031—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of tappet or pushrod length
    • 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
    • F01L2013/10—Auxiliary actuators for variable valve timing
    • F01L2013/105—Hydraulic motors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to the technical field of engine valve mechanisms, in particular to a fully variable electro-hydraulic valve system.
  • Fully Variable Valve System can realize continuous variable of maximum valve lift, continuous valve opening angle and valve phase, which is of great significance to the energy saving and emission reduction of the engine.
  • FVVS can use the early intake valve closing (EIVC) method to control the number of working fluids entering the cylinder, thereby eliminating the throttle.
  • EIVC early intake valve closing
  • This throttleless gasoline engine will greatly reduce the pumping loss and reduce the fuel consumption at small and medium loads. 10-15%.
  • the fully variable valve mechanism is matched with supercharged and intercooled, which can solve the problems of deflagration and high thermal load after the engine is supercharged, realize low-temperature combustion under the premise of greatly increasing the average effective pressure, improve the thermal efficiency of the engine and reduce harmful gas emissions Therefore, FVVS technology has become one of the important development directions of new internal combustion engine technology.
  • the more advanced fully variable valve mechanism is the MultiAir (also known as UniAir) system jointly developed by Schaeffler and Fiat.
  • This system uses a camshaft-driven electro-hydraulic valve mechanism to control valve movement through a camshaft and solenoid valve.
  • the working principle of the system is as follows: the hydraulic piston is pushed by the cam, the hydraulic piston is connected with the driving piston through the sliding sleeve cavity, and the sliding sleeve cavity is controlled by an on-off solenoid valve.
  • the solenoid valve When the solenoid valve is in a fully closed state, the hydraulic piston pushes the driving piston through the hydraulic pressure, and transmits the hydraulic pressure generated by the rotation of the cam to the valve; at this time, the intake valve is fully controlled by the cam and is in an open state.
  • the solenoid valve When the solenoid valve is fully opened, the hydraulic pressure cannot transmit the driving force, the hydraulic piston cannot push the driving piston, and the intake valve is no longer controlled by the cam and is in a falling or closed state.
  • By controlling the opening and closing time of the solenoid valve a variety of different valve motion laws can be realized, and the function of a fully variable valve mechanism can be realized.
  • its solenoid valve is complicated in structure and expensive, which limits the popularization and application of this technology.
  • Chinese invention patent CN109339896A discloses a fully variable electro-hydraulic valve device, including: camshaft and valve assembly; screw shaft, sliding sleeve, piston and return spring, the screw shaft and the The pistons are respectively connected to the sliding sleeve in a sliding and sealing manner.
  • the piston abuts the valve assembly.
  • the space between the screw shaft and the piston forms a sealed sliding sleeve cavity.
  • the return spring is clamped between the screw shaft and the piston; the screw shaft is controlled by the cam surface of the cam shaft in the axial direction; the peripheral wall of the screw shaft that is connected to the sliding sleeve in a sliding and sealing manner It is a spiral peripheral wall, the end of the screw shaft is provided with a control gear meshing with a rack, the rack is driven by a linear actuator controlled by the engine electronic control unit; the sliding sleeve is provided with an oil inlet and a limit Oil hole, the oil inlet hole is close to the screw shaft, the limit oil hole is close to the piston, the oil inlet hole and the limit oil hole are respectively communicated with the low pressure oil path of the engine, A check valve is provided on the connecting pipeline between the oil level hole and the low-pressure oil circuit of the engine.
  • the invention adopts a screw shaft and a cam shaft to jointly control the valve movement, and changes the opening and closing time of the oil inlet by rotating the screw shaft, which can realize the function of a fully variable valve mechanism, has fast response speed, convenient control, and replaces expensive
  • the high-speed solenoid valve is suitable for multi-cylinder engines.
  • the present invention provides a fully variable electro-hydraulic valve system to solve the problem that the normal operation of the system is affected by the oil loss in the sliding sleeve cavity, and to maintain the crankshaft angle corresponding to the valve opening time constant.
  • the technical solution adopted by the present invention is:
  • a fully variable electro-hydraulic valve system comprising: a camshaft and a valve assembly; a sliding sleeve, a screw shaft, a piston and a return spring, the sliding sleeve is fixed with respect to the engine, the screw shaft and the piston are respectively connected to the The sliding sleeve is connected in a sliding and sealing manner.
  • the inner cavity between the screw shaft and the piston is called the sliding sleeve cavity.
  • the return spring is clamped between the screw shaft and the piston, and the piston is pressed against the piston.
  • the screw shaft is controlled by the cam surface of the cam shaft in the axial direction;
  • the screw shaft has a first end and a second end oppositely arranged, the screw shaft is provided with a spiral structure, the The second end of the screw shaft is in transmission connection with a rack and pinion mechanism, the rack and pinion mechanism includes a control gear and a rack, the control gear is arranged at the second end of the screw shaft, and the rack is electronically controlled by the engine Driven by a linear actuator controlled by the unit;
  • the sliding sleeve is provided with an oil inlet hole and a limit oil hole, the oil inlet hole and the limit oil hole are respectively connected with the low-pressure oil circuit of the engine, and the oil inlet hole
  • a one-way valve is provided on the connecting pipeline with the low-pressure oil circuit of the engine;
  • the spiral structure includes a spiral groove opened on the circumferential surface of the spiral shaft, and the spiral groove is close to the spiral shaft.
  • the groove surface at one end is a spiral surface, the portion between the spiral surface and the first end of the screw shaft is a plugging portion that can block the limit oil hole, and the spiral groove is provided with an oil through hole, The oil through hole communicates with the spiral groove and the sliding sleeve cavity.
  • the sliding sleeve cavity communicates with the low-pressure oil path of the engine to relieve pressure;
  • the first end of the screw shaft is provided with a screw shaft axial protruding part, the screw shaft axial protruding part is provided with a screw shaft abutting plane, and the end of the piston opposite to the screw shaft is provided with a piston shaft Toward the protruding portion, the head of the axial protruding portion of the piston is provided with a piston abutting plane;
  • the sliding sleeve is provided with a positioning pin, the piston is provided with a guide groove extending in the axial direction, and the positioning pin extends Into the guide groove;
  • the rack and pinion mechanism is also provided with a limiting device and a return spring, when the return spring moves the rack to the limit position defined by the limiting device, the piston The abutment plane abuts against the abutment plane of the screw shaft, the limit oil hole is blocked by the plugging part of the screw
  • the first end of the screw shaft is provided with two axial protrusions of the screw shaft, and the heads of the two axial protrusions of the screw shaft are respectively provided with one abutment plane of the screw shaft;
  • There are two axial protrusions of the piston and the heads of the two axial protrusions of the piston are respectively provided with a piston abutment plane, the piston abutment plane and the screw shaft abutment plane One-to-one correspondence.
  • the two piston abutment planes are arranged symmetrically with respect to the center of the piston, and the two screw shaft abutment planes are arranged symmetrically with respect to the center of the screw shaft.
  • control gear and the screw shaft are connected in a torque transmission manner.
  • the rack is simultaneously meshed with a plurality of control gears of the screw shaft.
  • the piston end of the sliding sleeve is provided with a stepped hole structure
  • the stepped hole structure includes a large hole and a small hole, the small hole is matched with the sliding sealing surface of the piston, and the large hole is provided with a buffer
  • the buffer ring is sleeved on the sliding sealing surface of the piston and is in sliding and sealing fit with the inner peripheral surface of the large hole, and the buffer ring and the piston form a buffer cavity in the stepped hole;
  • the outer peripheral surface of the piston is provided with a flange for colliding with the buffer ring when the valve of the valve assembly is seated, and a baffle is installed at the end of the piston of the sliding sleeve.
  • the sliding sleeve When the valve of the valve assembly is closed, There is a buffer distance between the buffer ring and the baffle; the sliding sleeve is provided with a buffer oil hole communicating with the buffer cavity, and the buffer oil hole communicates with the low-pressure oil circuit of the engine through a throttling device .
  • a fully variable electro-hydraulic valve system comprising: a camshaft and a valve assembly; a sliding sleeve, a screw shaft, a piston, and a return spring, the sliding sleeve has a first end and a second end that are arranged oppositely, and the sliding sleeve is opened There is an oil inlet hole and a limit oil hole, the screw shaft has a first end and a second end oppositely arranged, the screw shaft is provided with a screw structure, the screw shaft and the piston slide with the sliding sleeve respectively In a sealed connection, the inner cavity between the screw shaft and the piston is called a sliding sleeve cavity, the return spring is clamped between the screw shaft and the piston, and the piston abuts against the valve assembly ,
  • the spiral shaft is controlled by the cam surface of the camshaft in the axial direction; a rack and pinion mechanism, the rack and pinion mechanism includes a control gear and a rack, and the rack is a straight line controlled by an
  • the second oil hole of the limit sleeve is respectively communicated with the low-pressure oil circuit of the engine, and a check valve is provided on the connecting pipeline between the second oil hole of the limit sleeve and the low-pressure oil circuit of the engine;
  • the spiral structure includes a spiral groove opened on the circumferential surface of the spiral shaft, the groove surface of the spiral groove close to the first end of the spiral shaft is a spiral surface, and the spiral surface is between the spiral surface and the first end of the spiral shaft.
  • the part between is the plugging part that can block the limit oil hole, the spiral groove is provided with an oil through hole, and the oil through hole communicates with the spiral groove and the sliding sleeve cavity, when the spiral groove
  • the sliding sleeve cavity communicates with the low-pressure oil path of the engine to relieve pressure
  • the first end of the screw shaft is provided with a screw shaft axial protrusion
  • the screw shaft The protruding part is provided with a screw shaft abutment plane
  • the end of the piston opposite to the screw shaft is provided with a piston axial protruding part
  • the head of the piston axial protruding part is provided with a piston abutting plane
  • the sliding sleeve is provided with a first positioning pin
  • the piston is provided with a first guide groove extending in the axial direction, and the first positioning pin extends into the first guide groove
  • the screw shaft is provided with a first guide groove
  • Two guide grooves, the second guide groove extends along the axial direction of the screw
  • a fully variable electro-hydraulic valve system comprising: a camshaft and a valve assembly; a sliding sleeve, a sliding shaft, a piston and a return spring.
  • the sliding sleeve is fixed with respect to the engine, and the sliding shaft and the piston are respectively connected to the The sliding sleeve is connected in a sliding and sealed manner.
  • the inner cavity between the sliding shaft and the piston is called the sliding sleeve cavity.
  • the return spring is clamped between the sliding shaft and the piston, and the piston abuts against the sliding sleeve.
  • the sliding shaft is controlled by the cam surface of the cam shaft in the axial direction; the sliding shaft has a first end and a second end disposed oppositely, and the second end of the sliding shaft is connected with gear teeth
  • the rack mechanism is in transmission connection, the rack and pinion mechanism includes a control gear and a rack, the control gear is arranged at the second end of the sliding shaft, and the rack is driven by a linear actuator controlled by an engine electronic control unit;
  • the sliding sleeve is provided with an oil inlet hole and an oil through hole, and the oil inlet hole and the oil through hole are respectively communicated with the low-pressure oil circuit of the engine, and the gap between the oil inlet hole and the low-pressure oil circuit of the engine
  • the connecting pipeline is provided with a one-way valve; the sliding shaft is provided with a limit oil hole communicating with the sliding sleeve cavity, the inner hole wall of the sliding sleeve is provided with a spiral groove, and the spiral groove is close to the sliding sleeve The groove surface at the second
  • the sliding sleeve cavity is connected to the low pressure oil circuit of the engine. Communication and pressure relief;
  • the first end of the sliding shaft is provided with a sliding shaft axial projection, the sliding shaft axial projection is provided with a sliding shaft abutment plane, the piston is opposite to the sliding shaft
  • One end is provided with a piston axial protruding part, the head of the piston axial protruding part is provided with a piston abutting plane;
  • the sliding sleeve is provided with a positioning pin, and the piston is provided with a guide groove extending in the axial direction, The positioning pin extends into the guide groove;
  • the rack and pinion mechanism is also provided with a limit device and a return spring, when the return spring moves the rack to the limit position defined by the limit device
  • the technical effect of the present invention is:
  • the function of the fully variable valve mechanism can be realized, but the crankshaft angle corresponding to the opening time of the valve remains unchanged, so it is particularly suitable It is applied to the control of the variable stroke of the intake valve of the engine with scavenging process.
  • the valve returns, the hydraulic oil enters the sliding sleeve cavity from the oil inlet, and together with the return spring, the screw shaft is quickly reset.
  • the linear actuator controlled by the engine electronic control unit drives the screw shaft to rotate. The response speed is fast, the control is convenient, and the price can be replaced.
  • Expensive high-speed solenoid valve suitable for multi-cylinder engines.
  • connection time between the spiral groove and the limit oil hole can also be changed by rotating the sliding sleeve, thereby changing the closing time of the valve.
  • spiral grooves can be provided on the inner hole wall of the sliding sleeve and a limit oil hole communicating with the sliding sleeve cavity can be provided on the sliding shaft.
  • connection time between the spiral groove and the limit oil hole can be changed, and then the closing time of the valve can be changed.
  • the function of the fully variable valve mechanism can be realized, but the crankshaft angle corresponding to the opening time of the valve always remains unchanged. It is suitable for the control of the variable stroke of the intake valve of an engine with a scavenging process.
  • Embodiment 1A is a cross-sectional view of Embodiment 1 of the fully variable electro-hydraulic valve system of the present invention
  • FIG. 2A is a schematic diagram of the three-dimensional structure of the screw shaft in FIG. 1A;
  • FIG. 3A is a schematic diagram of the three-dimensional structure of the piston in FIG. 1A;
  • 4A is a schematic diagram of the structure of the rack and pinion mechanism driving the screw shaft in the embodiment shown in FIG. 1A;
  • 5A is a schematic diagram of the three-dimensional structure when the rack shown in FIG. 4A moves to the right to the limit position of the limit device, and the screw shaft and the corresponding abutting plane of the piston abut against each other;
  • Figure 6A is a cross-sectional view of some components when the rack shown in Figure 4A moves to the right to the limit position of the limit device and the system is in the initial state;
  • Fig. 7A is a cross-sectional view of some parts of the rack shown in Fig. 4A when the rack moves to the left to another extreme position, and the system is in a deactivated state;
  • Fig. 8A is a curve diagram of crank angle/valve lift of the embodiment 1 shown in Fig. 1A;
  • Embodiment 2 is a cross-sectional view of Embodiment 2 of the fully variable electro-hydraulic valve system of the present invention
  • FIG. 2B is a schematic diagram of the three-dimensional structure of the screw shaft in FIG. 1B;
  • FIG. 3B is a schematic diagram of the three-dimensional structure of the piston in FIG. 1B;
  • FIG. 4B is a schematic structural view of the rack and pinion mechanism driving the sliding sleeve in the embodiment shown in FIG. 1B;
  • 5B is a schematic diagram of the three-dimensional structure when the rack shown in FIG. 4B moves to the right to the limit position of the limit device, and the screw shaft and the corresponding abutting plane of the piston abut against each other;
  • Fig. 6B is a cross-sectional view of some components when the rack shown in Fig. 4B moves to the right to the limit position of the limit device and the system is in the initial state;
  • Fig. 7B is a cross-sectional view of some parts of the rack shown in Fig. 4B when the rack moves to the left to another extreme position, and the system is in a cylinder stop state;
  • Fig. 8B is a curve diagram of crankshaft angle/valve lift of the embodiment 2 shown in Fig. 1B;
  • FIG. 1C is a cross-sectional view of Embodiment 3 of the fully variable electro-hydraulic valve system of the present invention.
  • FIG. 2C is a schematic diagram of the three-dimensional structure of the sliding shaft in FIG. 1C;
  • 3C is a schematic diagram of the three-dimensional structure of the piston in FIG. 1C;
  • 4C is a schematic structural diagram of the rack and pinion mechanism driving the sliding shaft in the embodiment shown in FIG. 1C;
  • 5C is a schematic diagram of the three-dimensional structure when the rack shown in FIG. 4C moves to the right to the limit position of the limit device, and the sliding shaft and the corresponding abutting plane of the piston abut against each other;
  • Figure 6C is a cross-sectional view of some components when the rack shown in Figure 4C moves to the right to the limit position of the limit device and the system is in the initial state;
  • Figure 7C is a cross-sectional view of some components when the rack shown in Figure 4C moves to the left to another extreme position, and the system is in a cylinder deactivation state;
  • FIG. 8C is a structural cross-sectional view of the sliding sleeve in Embodiment 3 shown in FIG. 1C;
  • Fig. 9C is a curve diagram of crank angle/valve lift of the embodiment shown in Fig. 1C;
  • Fig. 10 is a graph of crank angle/valve lift of the disclosed technology mentioned in the background art.
  • a fully variable electro-hydraulic valve system As shown in Figure 1A, a fully variable electro-hydraulic valve system, the sliding sleeve A103 is fixed relative to the engine, the screw shaft A102 and the piston A105 are respectively slidably and sealedly connected with the sliding sleeve A103, and the screw shaft A102 is controlled by the cam in the axial direction. On the cam surface of the shaft 101, the piston A105 abuts against the valve assembly 106.
  • the space between the screw shaft A102 and the piston A105 is the sliding sleeve cavity Q, and the return spring A104 is clamped between the screw shaft A102 and the piston A105.
  • the return spring A104 and the oil pressure exert a common force on the piston A105. It is much smaller than the force of the valve spring on the piston A105.
  • the sliding sleeve A103 is provided with an oil inlet hole A107 and a limit oil hole A118; the oil inlet hole A107 is connected to the one-way valve 108, communicates with the engine oil circuit through the pressure reducing valve 114, and communicates with the oil pan 109 through the pressure maintaining valve 110 ; The limit oil hole A118 communicates with the engine oil circuit through the pressure reducing valve 114, and communicates with the oil pan 109 through the pressure maintaining valve 110.
  • the piston end of the sliding sleeve A103 is provided with a stepped hole structure.
  • the stepped hole structure includes a large hole and a small hole.
  • the small hole is matched with the sliding sealing surface of the piston A105.
  • the large hole is provided with a buffer ring 121 and a buffer ring 121. It is sleeved on the sliding sealing surface of the piston A105 and slidably and sealably fitted with the inner peripheral surface of the large hole.
  • the buffer ring 121 and the piston A105 form a buffer chamber R in the stepped hole; the outer peripheral surface of the piston A105 is provided with When the valve of the valve assembly 106 is seated, it collides with the flange A105D of the buffer ring 121.
  • the piston end of the sliding sleeve A103 is equipped with a baffle 122. When the valve of the valve assembly 106 is closed, there is a buffer between the buffer ring 121 and the baffle 122. Distance S.
  • the sliding sleeve A103 is also provided with a buffer oil hole 123 communicating with the buffer chamber R.
  • the buffer oil hole 123 is connected to the throttle device 124, communicates with the engine oil circuit through the pressure reducing valve 114, and communicates with the oil pan 109 through the pressure maintaining valve 110 Communication; the engine oil circuit and its associated pressure reducing valve 114, pressure maintaining valve 110, oil pan 109, etc. constitute the low-pressure oil circuit of the engine, and the throttle device can be a throttle valve or Orifices and other devices.
  • the above structure has a buffer function.
  • the piston A105 first collides with the buffer ring 121. Due to the throttle device 124, the oil in the buffer chamber R dampens the movement of the buffer ring 121.
  • the buffer ring 121 moves slowly to make the valve seat slowly. The impact damage to the sealing surface of the valve and the valve seat is reduced, thereby effectively improving the service life of the valve mechanism.
  • the buffer ring 121 moves downward under the action of the oil pressure. Because the buffer distance S is very short, the buffer ring 121 has enough time to move to the position of the baffle 122 before the valve is seated again; adjust the throttle of the throttle 124 Flow effect and buffer distance, you can adjust the valve buffer effect.
  • the screw shaft A102 has a first end and a second end that are oppositely arranged, and the second end is in transmission connection with a rack and pinion mechanism, and the rack and pinion mechanism includes a control gear.
  • the control gear A102A is arranged at the second end of the screw shaft A102, and the rack A103 is driven by a linear actuator 117 controlled by an engine electronic control unit (ECU).
  • ECU engine electronic control unit
  • the linear actuator 117 is a mature technology, and can be a linear motor, an actuator electromagnet, a cylinder or a hydraulic cylinder, etc.
  • the connection relationship with the rack 113 is also well known to those of ordinary skill in the art, and will not be repeated here.
  • the spiral shaft A102 is provided with a spiral structure
  • the spiral structure includes a spiral groove A102D opened on the circumferential surface of the spiral shaft A102
  • the groove surface of the spiral groove A102D close to the first end of the spiral shaft A102 is a spiral surface A102E
  • the part between the spiral surface A102E and the first end of the screw shaft A102 is the plugging part A102G that can block the limit oil hole A118
  • the spiral groove A102D is provided with an oil through hole A102F
  • the oil through hole A102F is connected to the spiral groove A102D and
  • the sliding sleeve cavity Q when the spiral groove A102D is in communication with the limit oil hole A118, the sliding sleeve cavity Q communicates with the low pressure oil circuit of the engine to relieve pressure.
  • the first end of the screw shaft A102 is provided with a screw shaft axial protrusion A102C, and the screw shaft axial protrusion A102C is provided with a screw shaft abutment plane A102B, in order to receive force when it is pressed.
  • the first end of the screw shaft A102 is provided with two screw shaft axial protrusions A102C, and the two screw shaft axial protrusions A102C are respectively provided with a screw shaft abutting plane A102B.
  • the two spiral shafts abut on the same plane of the plane A102B and are arranged symmetrically with respect to the center of the spiral shaft A102.
  • the sliding sleeve A103 is provided with a positioning pin A119
  • the piston A105 is provided with a guide groove A105C extending in the axial direction
  • the positioning pin A119 extends into the guide groove A105C
  • the positioning pin A119 restricts the piston A105 relative to The degree of freedom of rotation of the sliding sleeve A103, that is, the piston A105 can only move axially along the guide groove A105C, but cannot rotate.
  • the end of the piston A105 opposite to the screw shaft A102 is provided with a piston axial protrusion A105A, and the head of the piston axial protrusion A105A is provided with a piston abutment plane A105B.
  • a piston abutting plane A105B corresponds to the abutting plane A102B of the screw shaft one-to-one.
  • the two pistons abut on the same plane as the plane A105B and are arranged symmetrically with respect to the center of the piston A105.
  • the oil in the engine oil circuit (low pressure oil circuit) can flow to the sliding sleeve cavity Q through the oil inlet hole A107 and the limit oil hole A118.
  • the screw shaft A102 moves downwards.
  • the blocking part A102G of the screw shaft A102 blocks the limit oil hole A118 (at this time, due to the function of the one-way valve 108, the oil can not enter the oil The hole A107 flows out)
  • the sliding sleeve cavity Q becomes a closed cavity, the hydraulic oil pressure increases, pushing the piston A105 downward, and the piston A105 pushes the valve downward.
  • the linear actuator 117 controlled by the engine electronic control unit drives the rack 113 to move, pushing the screw shaft A102 to rotate.
  • the screw shaft A102 is provided with a spiral groove A102D and blocked Part A102G, when the cam surface pushes the screw shaft A102 down, the blocking part A102G first blocks the limit oil hole A118, so that the piston A105 and the screw shaft A102 become a rigid connection, the valve opens accordingly, and the opening time is always the same .
  • the spiral shaft A102 continues to descend.
  • the sliding sleeve cavity Q communicates with the low-pressure oil circuit of the engine to relieve the pressure, so that the valve is out of the control of the cam surface, and under the action of the valve spring force , The valve pushes the piston upward.
  • the valve closing process if the screw shaft A102 does not block the limit oil hole A118, the valve closing motion process is not affected by the cam surface, but is moved by the combined action of the valve spring force and the oil pressure. If before the valve closing is completed, the screw shaft A102 moves upward with the cam surface to block the limit oil hole A118 again.
  • connection time between the spiral groove A102D and the limit oil hole A118 can be changed, and then the closing time of the valve can be changed.
  • the function of the fully variable valve mechanism can be realized, but the crankshaft angle corresponding to the opening time of the valve always remains unchanged. Therefore, it is particularly suitable for the control of the variable stroke of the intake valve of an engine with a scavenging process, as shown in Fig. 8A.
  • FIG. 4A shows an example in which a rack 113 meshes with 6 control gears A102A at the same time.
  • Each control gear A102A corresponds to a valve assembly, which is applied to a six-cylinder engine.
  • the concept of the present invention can be extended to 4 For cylinder machines or 8-cylinder machines, etc., the number of cylinders is not limited.
  • the end surface of the control gear A102A is provided with a thrust bearing 112, and a wear-resistant gasket 111 is provided between the thrust bearing 112 and the cam surface of the camshaft 101 to reduce wear and can pass through the thickness of the wear-resistant sheet 111. Adjust the distance between the piston abutting plane A105B and the screw shaft abutting plane A102B. When the non-cam surface of the camshaft 101 abuts the screw shaft A102 (or through the wear plate 111 and thrust bearing 112), the difference between the two The distance is zero or close to zero.
  • a fully variable electro-hydraulic valve system is provided with a limit sleeve 125 outside the sliding sleeve B103.
  • the limit sleeve 125 is fixed relative to the engine.
  • the sliding sleeve B103 and the limit sleeve 125 are installed in rotation and the sliding sleeve B103 is Constraints of the axial limit structure.
  • the axial limit structure is the stop ring 126 and the flange located at both ends of the limit sleeve 125.
  • the flange and the sliding sleeve B103 are integrated, and the stop ring 126 and the sliding sleeve B103 are integrated.
  • other axial limit structures can also be used, which will not be repeated here.
  • the screw shaft B102 and the piston B105 are respectively slidably and sealedly connected with the sliding sleeve B103, the screw shaft B102 is controlled by the cam surface of the cam shaft 101 in the axial direction, and the piston B105 abuts against the valve assembly 106.
  • the space between the screw shaft B102 and the piston B105 is the sliding sleeve cavity Q
  • the return spring B104 is clamped between the screw shaft B102 and the piston B105
  • the return spring B104 and the oil pressure act together on the piston B105 It is much smaller than the force of the valve spring on the piston B105.
  • the sliding sleeve B103 is provided with an oil inlet hole B107, a limit oil hole B118 and a buffer oil hole 123, and the limit sleeve 125 has a limit sleeve first oil hole 125A, a limit sleeve second oil hole 125B and a limit sleeve second oil In the hole 125C, the inner wall of the limiting sleeve 125 is provided with a first annular groove, a second annular groove and a third annular groove.
  • the first oil hole 125A of the limit sleeve communicates with the limit oil hole B118 through the first annular groove, and the first oil hole 125A of the limit sleeve communicates with the engine oil circuit through the pressure reducing valve 114, and communicates with the oil circuit of the engine through the pressure maintaining valve 110.
  • the oil pan 109 is connected, the second oil hole 125B of the limit sleeve communicates with the oil inlet B107 through the second annular groove, and the second oil hole 125B of the limit sleeve is connected to the one-way valve 108, and communicates with the engine oil through the pressure reducing valve 114
  • the oil path is connected and communicates with the oil pan 109 through the pressure maintaining valve 110; the buffer oil hole 123 communicates with the buffer chamber R, and the third oil hole 125C of the limit sleeve communicates with the buffer oil hole 123 through the third annular groove.
  • the three oil holes 125C are connected to the throttle device 124, communicate with the engine oil passage through the pressure reducing valve 114, and communicate with the oil pan 109 through the pressure maintaining valve 110.
  • the engine oil circuit and its associated pressure reducing valve 114, pressure maintaining valve 110, oil pan 109, etc. constitute the low pressure oil circuit of the engine, and the throttle device may be a throttle valve or a throttle. Hole and other devices.
  • the sliding sleeve B103 has opposite first and second ends.
  • the first end of the sliding sleeve B103 is provided with a stepped hole structure.
  • the stepped hole structure includes a large hole and a small hole, and the small hole is matched with the sliding sealing surface of the piston B105 ,
  • a buffer ring 121 is arranged in the large hole, and the buffer ring 121 is sleeved on the sliding sealing surface of the piston B105 and is slidingly sealed with the inner peripheral surface of the large hole.
  • the buffer ring 121 and the piston B105 are in the stepped hole A buffer chamber R is formed; the outer peripheral surface of the piston B105 is provided with a flange B105D used to collide with the buffer ring 121 when the valve of the valve assembly 106 is seated, and the piston end of the sliding sleeve B103 is installed with a baffle 122.
  • a buffer distance S between the buffer ring 121 and the baffle 122.
  • the above structure has a buffer function.
  • the piston B105 first collides with the buffer ring 121. Due to the throttle device 124, the oil in the buffer chamber R dampens the movement of the buffer ring 121.
  • the buffer ring 121 moves slowly to make the valve seat slowly. The impact damage to the sealing surface of the valve and the valve seat is reduced, thereby effectively improving the service life of the valve mechanism.
  • the buffer ring 121 moves downward under the action of the oil pressure. Because the buffer distance S is very short, the buffer ring 121 has enough time to move to the position of the baffle 122 before the valve is seated again; adjust the throttle of the throttle 124 Flow effect and buffer distance, you can adjust the valve buffer effect.
  • the second end of the sliding sleeve B103 is in transmission connection with a rack and pinion mechanism.
  • the rack and pinion mechanism includes a control gear B103A and a rack 113.
  • the control gear B103A is arranged at At the second end of the sliding sleeve B103, the rack B103 is driven by a linear actuator 117 controlled by an engine electronic control unit (ECU).
  • ECU engine electronic control unit
  • the control gear B103A and the sliding sleeve B103 are connected in a torque-transmitting manner.
  • the linear actuator 117 is a mature technology, and can be a linear motor, an actuator electromagnet, a cylinder or a hydraulic cylinder, etc.
  • the connection relationship with the rack 113 is also well known to those of ordinary skill in the art, and will not be repeated here.
  • the screw shaft B102 is provided with a second guide groove B102A, the second guide groove B102A extends along the axial direction of the screw shaft B102, the second positioning pin 127 extends into the second guide groove B102, the second guide groove B102A
  • the positioning pin 127 is fixed relative to the engine, and this structure allows the screw shaft B102 to only move axially, but cannot rotate.
  • the screw shaft B102 has opposite first and second ends.
  • the screw shaft B102 is also provided with a spiral structure.
  • the spiral structure includes a spiral groove B102D opened on the circumferential surface of the screw shaft B102.
  • the spiral groove B102D is close to the screw shaft.
  • the groove surface at the first end of B102 is the spiral surface B102E, the part between the spiral surface B102E and the first end of the screw shaft B102 is the plugging part B102G that can block the limit oil hole B118, and the spiral groove B102D is provided with an oil through hole B102F
  • the oil through hole B102F communicates with the spiral groove B102D and the sliding sleeve cavity Q.
  • the spiral groove B102D communicates with the limit oil hole B118
  • the sliding sleeve cavity Q communicates with the low pressure oil circuit of the engine to relieve pressure.
  • the first end of the screw shaft B102 is provided with a screw shaft axial protrusion B102C, and the screw shaft axial protrusion B102C is provided with a screw shaft abutment plane B102B, in order to receive force when it is pressed.
  • the first end of the screw shaft B102 is provided with two screw shaft axial protrusions B102C, and the two screw shaft axial protrusions B102C are respectively provided with a screw shaft abutting plane B102B.
  • the two spiral shafts abut on the same plane of the plane B102B and are arranged symmetrically with respect to the center of the spiral shaft B102.
  • the sliding sleeve B103 is provided with a first positioning pin B119
  • the piston B105 is provided with a first guide groove B105C extending in the axial direction
  • the first positioning pin B119 extends into the first guide groove B105C through
  • the first positioning pin B119 restricts the rotational freedom of the piston B105 relative to the sliding sleeve B103, that is, the piston B105 can only move axially along the first guide groove B105C, but cannot rotate.
  • the piston B105 can be driven to rotate together.
  • the end of the piston B105 opposite to the screw shaft B102 is provided with a piston axial protrusion B105A, and the head of the piston axial protrusion B105A is provided with a piston abutting plane B105B.
  • there are two axial protrusions B105A of the piston in order to receive a more balanced force when pressing against, there are two axial protrusions B105A of the piston.
  • the heads of the two axial protrusions B105A are respectively provided with a piston abutting plane B105B.
  • the abutting plane B105B corresponds to the abutting plane B102B of the screw shaft one-to-one.
  • the two pistons abut the plane B105B on the same plane and are arranged symmetrically with respect to the center of the piston B105.
  • the oil in the engine oil circuit (low pressure oil circuit) can flow to the sliding sleeve cavity Q through the oil inlet hole B107 and the limit oil hole B118.
  • the screw shaft B102 moves downwards.
  • the blocking portion B102G of the screw shaft B102 blocks the limit oil hole B118 (at this time, due to the function of the one-way valve 108, the oil can not enter the oil The hole B107 flows out)
  • the sliding sleeve cavity Q becomes a closed cavity, the hydraulic oil pressure rises, pushing the piston B105 downward, and the piston B105 pushes the valve downward.
  • the linear actuator 117 controlled by the engine electronic control unit drives the rack 113 to move, pushing the sliding sleeve B103 to rotate.
  • the sliding sleeve B103 rotates, it can drive the piston B105 to rotate together.
  • the piston abuts the plane B105B out of the screw shaft abuts the plane B102B
  • the blocking part B102G first blocks the limit oil hole B118, so that the piston B105 and the screw shaft B102 become rigid
  • the valve opens, and the opening time is always the same.
  • the spiral shaft B102 continues to descend.
  • the sliding sleeve cavity Q communicates with the low-pressure oil circuit of the engine to relieve pressure, so that the valve is out of the control of the cam surface, and under the action of the valve spring force , The valve pushes the piston upward.
  • the valve closing process if the screw shaft B102 does not block the limit oil hole B118, the valve closing motion process is not affected by the cam surface, but is moved by the combined action of the valve spring force and the oil pressure. If before the valve closing is completed, the screw shaft B102 moves upward with the cam surface to block the limit oil hole B118 again, then the sliding sleeve cavity Q becomes a sealed cavity again, and the valve motion law will follow the screw shaft B102 again.
  • Cam surface control Since the above-mentioned cam surface, spiral surface, limit oil hole, etc. are all mechanical structures, they are fixed and unchanging. Therefore, no matter the valve is closed in the above-mentioned manner, its motion law is fixed, and it appears as the screw shaft rotates. The relationship of increasing or decreasing gradually, the change of valve stroke has a linear relationship with the rotation angle of the screw shaft.
  • connection time between the spiral groove B102D and the limit oil hole B118 can be changed, and then the closing time of the valve can be changed.
  • the function of the fully variable valve mechanism can be realized, but the crankshaft angle corresponding to the opening time of the valve is always maintained. Therefore, it is particularly suitable for the control of the variable stroke of the intake valve of an engine with a scavenging process, as shown in Fig. 8B.
  • FIG. 4B shows an example in which a rack 113 meshes with six control gears B103A at the same time.
  • Each control gear B103A corresponds to a valve assembly, which is applied to a six-cylinder engine.
  • the concept of the present invention can be extended to 4 For cylinder machines or 8-cylinder machines, etc., the number of cylinders is not limited.
  • the end surface of the control gear B103A is provided with a thrust bearing 112, and a wear-resistant gasket 111 is provided between the thrust bearing 112 and the cam surface of the camshaft 101 to reduce wear and can pass through the thickness of the wear-resistant sheet 111. Adjust the distance between the piston abutting plane B105B and the screw shaft abutting plane B102B. When the non-cam surface of the camshaft 101 abuts the screw shaft B102 (or is abutted by the wear plate 111 and thrust bearing 112), the difference between the two The distance is zero or close to zero.
  • a fully variable electro-hydraulic valve system As shown in Figure 1C, a fully variable electro-hydraulic valve system, the sliding sleeve C103 is fixed relative to the engine, the sliding shaft C102 and the piston C105 are respectively slidably and sealedly connected with the sliding sleeve C103, and the sliding shaft C102 is controlled by the cam in the axial direction. On the cam surface of the shaft 101, the piston C105 abuts against the valve assembly 106.
  • the space between the sliding shaft C102 and the piston C105 is the sliding sleeve cavity Q
  • the return spring C104 is clamped between the sliding shaft C102 and the piston C105
  • the return spring C104 and the oil pressure act on the piston C105. It is much smaller than the force of the valve spring on the piston C105.
  • the sliding sleeve C103 is provided with an oil inlet hole C107 and an oil hole C118; the oil inlet hole C107 is connected to a one-way valve 108, communicates with the engine oil circuit through a pressure reducing valve 114, and communicates with an oil pan 109 through a pressure maintaining valve 110; The oil through hole C118 communicates with the engine oil passage through the pressure reducing valve 114 and communicates with the oil pan 109 through the pressure maintaining valve 110.
  • the piston end of the sliding sleeve C103 is provided with a stepped hole structure.
  • the stepped hole structure includes a large hole and a small hole.
  • the small hole is matched with the sliding sealing surface of the piston C105.
  • the large hole is provided with a buffer ring 121 and a buffer ring 121. It is sleeved on the sliding sealing surface of the piston C105 and slidably seals with the inner peripheral surface of the large hole.
  • the buffer ring 121 and the piston C105 form a buffer chamber R in the stepped hole; the outer peripheral surface of the piston C105 is provided with When the valve of the valve assembly 106 is seated, it collides with the flange C105D of the buffer ring 121.
  • the piston end of the sliding sleeve C103 is equipped with a baffle 122. When the valve of the valve assembly 106 is closed, there is a buffer between the buffer ring 121 and the baffle 122. Distance S.
  • the sliding sleeve C103 is also provided with a buffer oil hole 123 communicating with the buffer chamber R.
  • the buffer oil hole 123 is connected to the throttle device 124, communicates with the engine oil circuit through the pressure reducing valve 114, and is connected to the oil pan 109 through the pressure maintaining valve 110 Communication; the engine oil circuit and its associated pressure reducing valve 114, pressure maintaining valve 110, oil pan 109, etc. constitute the low-pressure oil circuit of the engine, and the throttle device can be a throttle valve or Orifices and other devices.
  • the above structure has a buffer function.
  • the piston C105 first collides with the buffer ring 121. Due to the throttle device 124, the oil in the buffer chamber R dampens the movement of the buffer ring 121.
  • the buffer ring 121 moves slowly to make the valve seat slowly. The impact damage to the sealing surface of the valve and the valve seat is reduced, thereby effectively improving the service life of the valve mechanism.
  • the buffer ring 121 moves downward under the action of the oil pressure. Because the buffer distance S is very short, the buffer ring 121 has enough time to move to the position of the baffle 122 before the valve is seated again; adjust the throttle of the throttle 124 Flow effect and buffer distance, you can adjust the valve buffer effect.
  • the sliding shaft C102 has a first end and a second end which are arranged oppositely.
  • the second end is in transmission connection with a rack and pinion mechanism, and the rack and pinion mechanism includes a control gear.
  • C102A and a rack 113, the control gear C102A is arranged at the second end of the sliding shaft C102, and the rack C103 is driven by a linear actuator 117 controlled by an engine electronic control unit (ECU).
  • ECU engine electronic control unit
  • the linear actuator 117 is a mature technology, and can be a linear motor, an actuator electromagnet, a cylinder or a hydraulic cylinder, etc.
  • the connection relationship with the rack 113 is also well known to those of ordinary skill in the art, and will not be repeated here.
  • the sliding shaft C102 is provided with a limit oil hole C102F communicating with the sliding sleeve cavity Q, and the first end of the sliding shaft C102 is provided with a sliding shaft axial protrusion C102C, the sliding shaft protruding axially
  • the part C102C is provided with a sliding shaft abutting plane C102B.
  • the first end of the sliding shaft C102 is provided with two sliding shaft axial projections C102C, and two sliding shaft axial projections C102C is respectively provided with a sliding shaft against the plane C102B.
  • the two sliding shafts abut on the same plane of the plane C102B and are arranged symmetrically with respect to the center of the sliding shaft C102.
  • the sliding sleeve C103 is provided with a positioning pin C119
  • the piston C105 is provided with a guide groove C105C extending in the axial direction
  • the positioning pin C119 extends into the guide groove C105C
  • the positioning pin C119 restricts the piston C105 relative to The degree of freedom of rotation of the sliding sleeve C103, that is, the piston C105 can only move axially along the guide groove C105C, but cannot rotate.
  • the inner hole wall of the sliding sleeve C103 is provided with a spiral groove C103A.
  • the groove surface of the spiral groove C103A near the second end of the sliding shaft 21 is a spiral surface C103B.
  • the spiral groove C103A communicates with the oil through hole C118.
  • the sliding sleeve cavity Q communicates with the low-pressure oil circuit of the engine to relieve pressure.
  • the end of the piston C105 opposite to the sliding axis C102 is provided with a piston axial protrusion C105A
  • the head of the piston axial protrusion C105A is provided with a piston abutting plane C105B.
  • the piston axial projections C105A have two, and the heads of the two piston axial projections C105A are respectively provided with a piston abutting plane C105B, and the piston
  • the abutting plane C105B and the sliding shaft abutting plane C102B have a one-to-one correspondence.
  • the two pistons abut the plane C105B on the same plane and are arranged symmetrically with respect to the center of the piston C105.
  • the oil in the engine oil circuit (low pressure oil circuit) can flow to the sliding sleeve cavity Q through the oil inlet C107 and the oil through hole C118.
  • the sliding shaft C102 moves downwards.
  • the non-groove part of the sliding sleeve C103 blocks the limit oil hole C102F (at this time, due to the function of the one-way valve 108, the oil cannot flow from the oil inlet hole C107 flows out)
  • the sliding sleeve cavity Q becomes a closed cavity, the hydraulic oil pressure rises, pushing the piston C105 downward, and the piston C105 pushes the valve downward.
  • the linear actuator 117 controlled by the engine electronic control unit drives the rack 113 to move, pushing the sliding shaft C102 to rotate.
  • the sliding shaft C102 is set to communicate with the sliding sleeve cavity Q
  • the limit oil hole C102F of the sliding sleeve C103 is provided with a spiral groove C103A.
  • the cam surface pushes the sliding shaft C102 to move down, the non-groove part of the sliding sleeve C103 first blocks the limit oil hole C102F, so that the piston C105 and sliding Axis C102 becomes a rigid connection, and the valve opens accordingly, and the opening time is always the same.
  • the sliding shaft C102 continues to descend.
  • the sliding sleeve cavity Q communicates with the low-pressure oil circuit of the engine to relieve pressure, so that the valve is out of the control of the cam surface, and under the action of the valve spring force , The valve pushes the piston upward.
  • the valve closing process if the sliding shaft C102 does not block the limit oil hole C102F, the valve closing motion process is not affected by the cam surface, but is moved by the combined action of the valve spring force and the oil pressure. If before the valve closing is completed, the sliding shaft C102 moves upward with the cam surface to block the limit oil hole C102F again.
  • connection time between the spiral groove C103A and the limit oil hole C102F can be changed, and then the closing time of the valve can be changed.
  • the function of the fully variable valve mechanism can be realized, but the crankshaft angle corresponding to the opening time of the valve always remains unchanged. Therefore, it is particularly suitable for the control of the variable stroke of the intake valve of an engine with a scavenging process, as shown in Fig. 9C.
  • FIG. 4C shows an example in which a rack 113 meshes with 6 control gears C102A at the same time.
  • Each control gear C102A corresponds to a valve assembly, that is, it is applied to a six-cylinder engine.
  • the concept of the present invention can be extended to 4 For cylinder machines or 8-cylinder machines, etc., the number of cylinders is not limited.
  • the end surface of the control gear C102A is provided with a thrust bearing 112, and a wear-resistant gasket 111 is provided between the thrust bearing 112 and the cam surface of the camshaft 101 to reduce wear and can pass through the thickness of the wear-resistant sheet 111. Adjust the distance between the piston abutting plane C105B and the sliding shaft abutting plane C102B. When the non-cam surface of the camshaft 101 abuts the sliding shaft C102 (or by the wear plate 111 and thrust bearing 112), the difference between the two The distance is zero or close to zero.
  • the present invention is not limited to the above-mentioned embodiments, and all improvements made based on the concept, principle, structure and method of the present invention will fall within the protection scope of the present invention.
  • the screw shaft is provided with a spiral groove and a plugging part, before the cam surface pushes the screw shaft down, the plugging part has blocked the oil-limiting hole.
  • the piston and the screw shaft are rigidly connected.
  • the valve follows Open, the opening time is always the same; the screw shaft continues to move down, when the spiral groove is connected with the limit oil hole, the sliding sleeve cavity is connected with the low-pressure oil circuit of the engine to relieve pressure, so that the valve is separated from the cam
  • the valve is closed under the action of the valve spring force.
  • the function of the fully variable valve mechanism can be realized, but the crankshaft angle corresponding to the opening time of the valve remains unchanged, so it is particularly suitable It is applied to the control of the variable stroke of the intake valve of the engine with scavenging process.
  • the valve returns, the hydraulic oil enters the sliding sleeve cavity from the oil inlet, and together with the return spring, the screw shaft is quickly reset.
  • the linear actuator controlled by the engine electronic control unit drives the screw shaft to rotate. The response speed is fast, the control is convenient, and the price can be replaced.
  • Expensive high-speed solenoid valve suitable for multi-cylinder engines.
  • connection time between the spiral groove and the limit oil hole can also be changed by rotating the sliding sleeve, thereby changing the closing time of the valve.
  • spiral grooves can be provided on the inner hole wall of the sliding sleeve and a limit oil hole communicating with the sliding sleeve cavity can be provided on the sliding shaft.
  • connection time between the spiral groove and the limit oil hole can be changed, and then the closing time of the valve can be changed.
  • the function of the fully variable valve mechanism can be realized, but the crankshaft angle corresponding to the opening time of the valve always remains unchanged. It is suitable for the control of the variable stroke of the intake valve of an engine with a scavenging process.

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Abstract

一种全可变电液气门系统，包括：滑套（A103，B103）、螺旋轴（A102，B102）、活塞（A105，B105）和复位弹簧（A104，B104），滑套（A103，B103）相对于发动机固定，活塞（A105，B105）顶靠于气门组件（106），螺旋轴（A102，B102）在轴向上受控于凸轮轴（101）的凸轮面；螺旋轴（A102，B102）设置有螺旋槽（A102D，B102D）和封堵部分（A102G，B102G），当螺旋槽（A102D，B102D）与限位油孔（A118，B118）连通时，滑套腔（Q）与发动机的低压油路连通泄压；螺旋轴（A102，B102）的第一端设置有螺旋轴轴向凸出部（A102C，B102C），螺旋轴轴向凸出部（A102C，B102C）设置有螺旋轴顶靠平面（A102B，B102B），活塞（A105，B105）的与螺旋轴（A102，B102）相对的一端设置有活塞轴向凸出部（A105A，B105A），活塞轴向凸出部（A105A，B105A）的头部设置有活塞顶靠平面（A105B，B105B）。解决了由于滑套腔中的机油流失而影响系统正常工作的问题，并使与气门开启时刻对应的曲轴转角保持不变，特别适合应用到具有扫气过程的发动机的进气门可变行程的控制。

Description

全可变电液气门系统
声明
本发明要求下述专利申请的优选权：
发明名称：全可变电液气门系统，优选权号：CN202010026697.5，优先权日：2020年1月10日；
发明名称：全可变电液气门系统，优选权号：CN202010026706.0，优先权日：2020年1月10日；
发明名称：全可变电液气门系统，优选权号：CN202010026736.1，优先权日：2020年1月10日。
技术领域
本发明涉及发动机气门机构技术领域，尤其涉及一种全可变电液气门系统。
背景技术
全可变气门机构(Fully Variable Valve System,简称FVVS)可实现气门最大升程、气门开启持续角和配气相位三者的连续可变，对发动机的节能减排具有重要意义。FVVS能够采用进气门早关(EIVC)的方式控制进入气缸内的工质数量，从而取消节气门，这种无节气门汽油机将大幅度地降低泵气损失，使中小负荷时的燃油耗降低10-15％。全可变气门机构与增压中冷匹配，可以解决发动机增压后的爆燃和热负荷高的问题，在大幅度提高平均有效压力的前提下实现低温燃烧，改善发动机热效率并减少有害气体的排放,因此,FVVS技术已成为内燃机新技术的重要发展方向之一。
目前，较为先进的全可变气门机构是舍弗勒和菲亚特联合研制的MultiAir(又名UniAir)系统，该系统采用了凸轮轴驱动式电液气门机构，通过凸轮轴与电磁阀联合控制气门运动。该系统的工作原理如下：由凸轮推动液压活塞，液压活塞通过滑套腔与驱动活塞相连，而滑套腔则由一个开关式电磁阀控制。当电磁阀处于完全关闭状态时，液压活塞通过液体压力推动驱动活塞，将凸轮转动产生的液压压力传递给气门；此时进气门完全由凸轮控制，处于开启状态。当电磁阀处于完全开启状态时，液体压力无法传递驱动力，液压活塞无法推动驱动活塞，进气门不再受凸轮控制并处于回落或关闭状态。通过对电磁阀开闭时刻的控制，即可实现各种不同的气门运动规律，实现全可变气门机构的功能。但是，其电磁阀结构复杂，价格昂贵，限制了该技术的推广应用。
为了替代昂贵的高速电磁阀，中国发明专利CN109339896A公开了一种全可变电液气门装置，包括：凸轮轴和气门组件；螺旋轴、滑套、活塞和复位弹簧，所述螺旋轴和所述活塞分别与所述滑套滑动密封连接，所述活塞顶靠于所述气门组件，在所述滑套内，所述螺旋轴与所述活塞之间的空间形成密封的滑套腔，所述复位弹簧夹压于所述螺旋轴与所述活塞之间；所述螺旋轴在轴向上受控于所述凸轮轴的凸轮面；所述螺旋轴的与所述滑套滑动密封连接的周壁是螺旋状周壁，所述螺旋轴的端部设置有与齿条啮合的控制齿轮，所述齿条由发动机电控单元控制的直线执行机构驱动；所述滑套开设有进油孔和限位油孔，所述进油孔靠近所述螺旋轴，所述限位油孔靠近所述活塞，所述进油孔和所述限位油孔分别与发动机的低压油路连通，在所述限位油孔与所述发动机的低压油路之间的连接管路上设置有单向阀。本发明采用螺旋轴和凸轮轴联合控制气门运动，通过转动螺旋轴来改变进油孔的开闭时刻，既可实现全可变气门机构的功能，响应速度快，控制方便，又替代了价格昂贵的高速电磁阀，适合多缸发动机使用。
但是，在应用中发现：第一，如果将该装置应用到进气门可变行程的控制时，由于发动机大多设计有扫气过程，要求与进气门的开启时刻对应的曲轴转角(相对于上止点)不变，但该装置只能在凸轮面的上升段的某个时刻堵住限位油孔，图10示出了该装置一组曲轴转角/气门升程曲线，显示出与其气门 开启时刻对应的曲轴转角会随着限位油孔封堵时刻的改变而改变，因而该装置的应用受到限制。第二，在发动机停机过程中，滑套腔中的液压油会慢慢渗漏，起动发动机时，滑套腔中可能出现“无油”的现象，导致系统工作失效。第三，该机构在电液控制气门落座的过程中，存在落座速度过快问题，对气门和气门座的密封面造成冲击损坏，影响使用寿命。
发明内容
针对现有技术的上述不足，本发明提供一种全可变电液气门系统，以解决由于滑套腔中的机油流失而影响系统正常工作的问题，并使与气门开启时刻对应的曲轴转角保持不变。
为解决上述技术问题，本发明采用的技术方案是：
一种全可变电液气门系统，包括：凸轮轴和气门组件；滑套、螺旋轴、活塞和复位弹簧，所述滑套相对于发动机固定，所述螺旋轴和所述活塞分别与所述滑套滑动密封连接，所述螺旋轴与所述活塞之间的内腔称为滑套腔，所述复位弹簧夹压于所述螺旋轴与所述活塞之间，所述活塞顶靠于所述气门组件，所述螺旋轴在轴向上受控于所述凸轮轴的凸轮面；所述螺旋轴具有相对设置的第一端和第二端，所述螺旋轴设置有螺旋结构，所述螺旋轴的第二端与齿轮齿条机构传动连接，所述齿轮齿条机构包括控制齿轮和齿条，所述控制齿轮设置于所述螺旋轴的第二端，所述齿条由发动机电控单元控制的直线执行机构驱动；所述滑套开设有进油孔和限位油孔，所述进油孔和所述限位油孔分别与发动机的低压油路连通，在所述进油孔与所述发动机的低压油路之间的连接管路上设置有单向阀；所述螺旋结构包括开设于所述螺旋轴的周面上的螺旋槽，所述螺旋槽的靠近所述螺旋轴第一端的槽面为螺旋面，所述螺旋面与所述螺旋轴第一端之间的部分为可封堵所述限位油孔的封堵部分，所述螺旋槽开设有通油孔，所述通油孔连通所述螺旋槽和所述滑套腔，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压；所述螺旋轴的第一端设置有螺旋轴轴向凸出部，所述螺旋轴轴向凸出部设置有螺旋轴顶靠平面，所述活塞的与所述螺旋轴相对的一端设置有活塞轴向凸出部，所述活塞轴向凸出部的头部设置有活塞顶靠平面；所述滑套设置有定位销，所述活塞设置有沿轴向延伸的导向槽，所述定位销伸入所述导向槽内；所述齿轮齿条机构还设置有限位装置和回位弹簧，当所述回位弹簧使所述齿条移动到所述限位装置限定的极限位置时，所述活塞顶靠平面顶靠于所述螺旋轴顶靠平面，所述限位油孔被所述螺旋轴的封堵部分封堵，所述气门组件的气门升程由所述凸轮轴控制。
其中，当所述螺旋轴受控于所述凸轮面的基圆段、所述齿条向所述限位装置的相反方向移动至另一个极限位置时，所述螺旋槽与所述限位油孔连通。
其中，所述螺旋轴的第一端设置有两个所述螺旋轴轴向凸出部，两个所述螺旋轴轴向凸出部的头部分别设置有一个所述螺旋轴顶靠平面；所述活塞轴向凸出部有两个，两个所述活塞轴向凸出部的头部分别设置有一个所述活塞顶靠平面，所述活塞顶靠平面与所述螺旋轴顶靠平面一一对应。
其中，两个所述活塞顶靠平面同面，两个所述螺旋轴顶靠平面同面。
其中，两个所述活塞顶靠平面相对于所述活塞的中心对称设置，两个所述螺旋轴顶靠平面相对于所述螺旋轴的中心对称设置。
其中，所述控制齿轮与所述螺旋轴以传递扭矩的方式连接。
其中，所述齿条同时与多个所述螺旋轴的控制齿轮啮合。
其中，所述滑套的活塞端部设置有阶梯孔结构，所述阶梯孔结构包括大孔和小孔，所述小孔与所述活塞的滑动密封面配合，所述大孔内设置有缓冲环，所述缓冲环套设于所述活塞的滑动密封面并与所述 大孔的内周面滑动密封配合，所述缓冲环和所述活塞在所述阶梯孔内形成缓冲腔；所述活塞的外端周面设置有用于在所述气门组件的气门落座时碰撞所述缓冲环的凸缘，所述滑套的活塞端部安装有挡板，当所述气门组件的气门关闭时，所述缓冲环与所述挡板之间具有缓冲距离；所述滑套开设有与所述缓冲腔连通的缓冲油孔，所述缓冲油孔通过节流装置与所述发动机的低压油路连通。
作为同一种构思，本发明采用的另一种技术方案是：
一种全可变电液气门系统，包括：凸轮轴和气门组件；滑套、螺旋轴、活塞和复位弹簧，所述滑套具有相对设置的第一端和第二端，所述滑套开设有进油孔和限位油孔，所述螺旋轴具有相对设置的第一端和第二端，所述螺旋轴设置有螺旋结构，所述螺旋轴和所述活塞分别与所述滑套滑动密封连接，所述螺旋轴与所述活塞之间的内腔称为滑套腔，所述复位弹簧夹压于所述螺旋轴与所述活塞之间，所述活塞顶靠于所述气门组件，所述螺旋轴在轴向上受控于所述凸轮轴的凸轮面；齿轮齿条机构，所述齿轮齿条机构包括控制齿轮和齿条，所述齿条由发动机电控单元控制的直线执行机构驱动；所述滑套外设置有限位套，所述限位套相对于发动机固定，所述滑套与所述限位套转动安装且所述滑套受轴向限位结构的约束，所述限位套开设有限位套第一油孔和限位套第二油孔，所述限位套的内壁开设有第一环形槽和第二环形槽，所述限位套第一油孔通过所述第一环形槽与所述限位油孔相通，所述限位套第二油孔通过所述第二环形槽与所述进油孔相通，所述限位套第一油孔和所述限位套第二油孔分别与发动机的低压油路连通，在所述限位套第二油孔与所述发动机的低压油路之间的连接管路上设置有单向阀；所述螺旋结构包括开设于所述螺旋轴的周面上的螺旋槽，所述螺旋槽的靠近所述螺旋轴第一端的槽面为螺旋面，所述螺旋面与所述螺旋轴第一端之间的部分为可封堵所述限位油孔的封堵部分，所述螺旋槽开设有通油孔，所述通油孔连通所述螺旋槽和所述滑套腔，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压；所述螺旋轴的第一端设置有螺旋轴轴向凸出部，所述螺旋轴轴向凸出部设置有螺旋轴顶靠平面，所述活塞的与所述螺旋轴相对的一端设置有活塞轴向凸出部，所述活塞轴向凸出部的头部设置有活塞顶靠平面；所述滑套设置有第一定位销，所述活塞设置有沿轴向延伸的第一导向槽，所述第一定位销伸入所述第一导向槽内；所述螺旋轴设置有第二导向槽，所述第二导向槽沿所述螺旋轴的轴向延伸，第二定位销伸入所述第二导向槽内，所述第二定位销相对于所述发动机固定；所述控制齿轮设置于所述滑套的第二端，所述齿轮齿条机构还设置有限位装置和回位弹簧，当所述回位弹簧使所述齿条移动到所述限位装置限定的极限位置时，所述活塞顶靠平面顶靠于所述螺旋轴顶靠平面，所述限位油孔被所述螺旋轴的封堵部分封堵，所述气门组件的气门升程由所述凸轮轴控制。
作为同一种构思，本发明采用的再一种技术方案是：
一种全可变电液气门系统，包括：凸轮轴和气门组件；滑套、滑动轴、活塞和复位弹簧，所述滑套相对于发动机固定，所述滑动轴和所述活塞分别与所述滑套滑动密封连接，所述滑动轴与所述活塞之间的内腔称为滑套腔，所述复位弹簧夹压于所述滑动轴与所述活塞之间，所述活塞顶靠于所述气门组件，所述滑动轴在轴向上受控于所述凸轮轴的凸轮面；所述滑动轴具有相对设置的第一端和第二端，所述滑动轴的第二端与齿轮齿条机构传动连接，所述齿轮齿条机构包括控制齿轮和齿条，所述控制齿轮设置于所述滑动轴的第二端，所述齿条由发动机电控单元控制的直线执行机构驱动；所述滑套开设有进油孔和通油孔，所述进油孔和所述通油孔分别与发动机的低压油路连通，在所述进油孔与所述发动机的低压油路之间的连接管路上设置有单向阀；所述滑动轴设置有与所述滑套腔连通的限位油孔，所述滑套的内孔壁开设有螺旋槽，所述螺旋槽的靠近所述滑动轴第二端的槽面为螺旋面，所述螺旋槽与所述通油孔相通， 当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压；所述滑动轴的第一端设置有滑动轴轴向凸出部，所述滑动轴轴向凸出部设置有滑动轴顶靠平面，所述活塞的与所述滑动轴相对的一端设置有活塞轴向凸出部，所述活塞轴向凸出部的头部设置有活塞顶靠平面；所述滑套设置有定位销，所述活塞设置有沿轴向延伸的导向槽，所述定位销伸入所述导向槽内；所述齿轮齿条机构还设置有限位装置和回位弹簧，当所述回位弹簧使所述齿条移动到所述限位装置限定的极限位置时，所述活塞顶靠平面顶靠于所述滑动轴顶靠平面，所述限位油孔被所述滑套的非槽部分封堵，所述气门组件的气门升程由所述凸轮轴控制。
采用上述技术方案后，本发明的技术效果是：
1)由于螺旋轴设置了螺旋槽和封堵部分，在凸轮面推动螺旋轴下移前，封堵部分已经封堵限位油孔，活塞与螺旋轴为刚性连接，螺旋轴下移时，气门随之开启，开启时刻始终不变；螺旋轴继续下移，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压，使气门脱离凸轮面的控制，气门在气门弹簧力的作用下落座关闭。通过转动螺旋轴可改变螺旋槽与限位油孔的连通时刻，进而改变气门的关闭时刻，可实现全可变气门机构的功能，但与气门开启时刻对应的曲轴转角保持不变，因而特别适合应用到具有扫气过程的发动机的进气门可变行程的控制。气门回程时，液压油从进油孔进入滑套腔，与复位弹簧一起使螺旋轴快速复位，由发动机电控单元控制的直线执行机构驱动螺旋轴转动，响应速度快，控制方便，可替代价格昂贵的高速电磁阀，适合多缸发动机使用。
作为同一种构思，也可以通过转动滑套来改变螺旋槽与限位油孔的连通时刻，进而改变气门的关闭时刻。
作为同一种构思，也可以在滑套内孔壁上设置螺旋槽并在滑动轴上设置与滑套腔连通的限位油孔，在凸轮面推动滑动轴下移前，滑套的非槽部分已经封堵限位油孔，活塞与滑动轴为刚性连接，螺旋轴下移时，气门随之开启，开启时刻始终不变；滑动轴继续下移，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压，使气门脱离凸轮面的控制，气门在气门弹簧力的作用下落座关闭。通过转动滑动轴可改变螺旋槽与限位油孔的连通时刻，进而改变气门的关闭时刻，可实现全可变气门机构的功能，但与气门开启时刻对应的曲轴转角始终保持不变，因而特别适合应用到具有扫气过程的发动机的进气门可变行程的控制。
2)发动机停机ECU断电后，所述齿条在回位弹簧作用下移动到限位装置的极限位置，此时，所述活塞顶靠平面顶靠于所述螺旋轴顶靠平面(或者滑动轴顶靠平面)，机油不起作用，凸轮轴与气门间处于刚性连接状态，所述气门组件的气门升程完全由所述凸轮轴控制，从而避免了机油流失对系统正常工作造成的影响。
3)当气门即将落座时，活塞首先碰撞缓冲环，由于节流装置的作用，缓冲腔内的机油对缓冲环的运动起到阻尼作用，缓冲环缓慢运动，使气门缓慢落座，减小了对气门和气门座的密封面造成的冲击损坏，从而有效提高了气门机构的使用寿命。当气门再次下行时，缓冲环在机油压力作用下向下运动，由于缓冲距离很短，气门再次落座前，缓冲环有足够时间运动到挡板位置；调整节流装置的节流效果及缓冲距离，即可调整气门缓冲效果。
4)当所述螺旋轴(或者滑动轴)受控于所述凸轮面的基圆段、所述齿条向所述限位装置的相反方向移动至另一个极限位置时，所述螺旋槽与所述限位油孔连通，此时，凸轮轴还没有开始工作，螺旋槽就已经与限位油孔连通泄压，活塞将停止运动，气门关闭，可实现发动机的停缸过程。
附图说明
图1A是本发明全可变电液气门系统实施例1的剖视图；
图2A是图1A中螺旋轴的立体结构示意图；
图3A是图1A中活塞的立体结构示意图；
图4A是驱动图1A所示实施例中螺旋轴的齿轮齿条机构的结构示意图；
图5A是图4A所示齿条向右运动到限位装置的极限位置，螺旋轴和活塞的相应顶靠平面顶靠在一起时的立体结构示意图；
图6A是图4A所示齿条向右运动到限位装置的极限位置，系统处于起始状态时的部分部件的剖视图；
图7A是图4A所示齿条向左运动到另一个极限位置，系统处于停缸状态时的部分部件的剖视图；
图8A是图1A所示实施例1的曲轴转角/气门升程曲线图；
图1B是本发明全可变电液气门系统实施例2的剖视图；
图2B是图1B中螺旋轴的立体结构示意图；
图3B是图1B中活塞的立体结构示意图；
图4B是驱动图1B所示实施例中滑套的齿轮齿条机构的结构示意图；
图5B是图4B所示齿条向右运动到限位装置的极限位置，螺旋轴和活塞的相应顶靠平面顶靠在一起时的立体结构示意图；
图6B是图4B所示齿条向右运动到限位装置的极限位置，系统处于起始状态时的部分部件的剖视图；
图7B是图4B所示齿条向左运动到另一个极限位置，系统处于停缸状态时的部分部件的剖视图；
图8B是图1B所示实施例2的曲轴转角/气门升程曲线图；
图1C是本发明全可变电液气门系统实施例3的剖视图；
图2C是图1C中滑动轴的立体结构示意图；
图3C是图1C中活塞的立体结构示意图；
图4C是驱动图1C所示实施例中滑动轴的齿轮齿条机构的结构示意图；
图5C是图4C所示齿条向右运动到限位装置的极限位置，滑动轴和活塞的相应顶靠平面顶靠在一起时的立体结构示意图；
图6C是图4C所示齿条向右运动到限位装置的极限位置，系统处于起始状态时的部分部件的剖视图；
图7C是图4C所示齿条向左运动到另一个极限位置，系统处于停缸状态时的部分部件的剖视图；
图8C是图1C所示实施例3中滑套的结构剖视图；
图9C是图1C所示实施例的曲轴转角/气门升程曲线图；
图10是背景技术中提到的公开技术的曲轴转角/气门升程曲线图；
图中：
101-凸轮轴，A102-螺旋轴，A102A-控制齿轮,A102B-螺旋轴顶靠平面，A102C-螺旋轴轴向凸出部，A102D-螺旋槽,A102E-螺旋面,A102F-通油孔，A102G-封堵部分，A103-滑套，A104-复位弹簧，A105-活塞，A105A-活塞轴向凸出部，A105B-活塞顶靠平面，A105C-导向槽，A105D-凸缘，106-气门组件，A107-进油孔，108-单向阀，109-油底壳，110-保压阀，111-耐磨垫片，112-推力轴承,113-齿条，114-减压阀，115-回位弹簧，116-限位装置，117-直线执行机构，A118-限位油孔，A119-定位销,121-缓冲环，122-挡板，123-缓冲油孔，124-节流装置，Q-滑套腔，R-缓冲腔，S-缓冲距离；
B102-螺旋轴，B102A-第二导向槽,B102B-螺旋轴顶靠平面，B102C-螺旋轴轴向凸出部，B102D-螺旋槽,B102E-螺旋面,B102F-通油孔，B102G-封堵部分，B103-滑套，B103A-控制齿轮,B104-复位弹簧，B105-活塞，B105A-活塞轴向凸出部，B105B-活塞顶靠平面，B105C-第一导向槽，B105D-凸缘，B107-进油孔，B118-限位油孔，B119-第一定位销,125-限位套，125A-限位套第一油孔，125B-限位套第二油孔，125C-限位套第三油孔，126-挡环，127-第二定位销；
C102-滑动轴，C102A-控制齿轮,C102B-滑动轴顶靠平面，C102C-滑动轴轴向凸出部，C102F-限位油孔，C103-滑套，C103A-螺旋槽，C103B-螺旋面,C104-复位弹簧，C105-活塞，C105A-活塞轴向凸出部，C105B-活塞顶靠平面，C105C-导向槽，C105D-凸缘，C107-进油孔，C118-通油孔，C119-定位销。
具体实施方式
下面结合附图和实施例对本发明进一步说明。
实施例1
如图1A所示，一种全可变电液气门系统，滑套A103相对于发动机固定，螺旋轴A102和活塞A105分别与滑套A103滑动密封连接，螺旋轴A102在轴向上受控于凸轮轴101的凸轮面，活塞A105顶靠于气门组件106。
在滑套A103内，螺旋轴A102与活塞A105之间的空间为滑套腔Q，复位弹簧A104夹压于螺旋轴A102与活塞A105之间，复位弹簧A104与油压力对活塞A105的共同作用力远小于气门弹簧对活塞A105的作用力。滑套A103开设有进油孔A107和限位油孔A118；进油孔A107连接单向阀108，通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通；限位油孔A118通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通。
滑套A103的活塞端部设置有阶梯孔结构，阶梯孔结构包括大孔和小孔，所述小孔与活塞A105的滑动密封面配合，所述大孔内设置有缓冲环121，缓冲环121套设于活塞A105的滑动密封面并与所述大孔的内周面滑动密封配合，缓冲环121和活塞A105在所述阶梯孔内形成缓冲腔R；活塞A105的外端周面设置有用于在气门组件106的气门落座时碰撞缓冲环121的凸缘A105D，滑套A103的活塞端部安装有挡板122，当气门组件106的气门关闭时，缓冲环121与挡板122之间具有缓冲距离S。
滑套A103还开设有与缓冲腔R连通的缓冲油孔123，缓冲油孔123连接节流装置124，通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通；所述发动机机油油路以及与之关联的减压阀114、保压阀110、油底壳109等组成所述发动机的低压油路,所述节流装置可以是节流阀也可以是节流孔等装置。
上述结构具有缓冲功能。当气门即将落座时，活塞A105首先碰撞缓冲环121，由于节流装置124的作用，缓冲腔R内的机油对缓冲环121的运动起到阻尼作用，缓冲环121缓慢运动，使气门缓慢落座，减小了对气门和气门座的密封面造成的冲击损坏，从而有效提高了气门机构的使用寿命。当气门再次下行时，缓冲环121在机油压力作用下向下运动，由于缓冲距离S很短，气门再次落座前，缓冲环121有足够时间运动到挡板122位置；调整节流装置124的节流效果及缓冲距离，即可调整气门缓冲效果。
如图1A、图2A和图4A共同所示，螺旋轴A102具有相对设置的第一端和第二端，所述第二端与齿轮齿条机构传动连接，所述齿轮齿条机构包括控制齿轮A102A和齿条113，所述控制齿轮A102A设置于螺旋轴A102的第二端，齿条A103由发动机电控单元(ECU)控制的直线执行机构117驱动。控制齿轮A102A与螺旋轴A102的连接方式有两种，一种是固定连接，另一种是控制齿轮A102A相对于螺旋轴A102可沿 轴向相对滑动但不能相对转动，例如键连接，不管采用哪种连接方式，其必须能够传递扭矩。直线执行机构117是成熟的技术，可以是直线电机或执行电磁铁或气缸或液压缸等，其与齿条113的连接关系等也是本领域普通技术人员所熟知的，在此不做赘述。
如图2A所示，螺旋轴A102设置有螺旋结构，所述螺旋结构包括开设于螺旋轴A102的周面上的螺旋槽A102D，螺旋槽A102D的靠近螺旋轴A102第一端的槽面为螺旋面A102E，螺旋面A102E与螺旋轴A102第一端之间的部分为可封堵限位油孔A118的封堵部分A102G，螺旋槽A102D开设有通油孔A102F，通油孔A102F连通螺旋槽A102D和滑套腔Q，当螺旋槽A102D与限位油孔A118连通时，滑套腔Q与所述发动机的低压油路连通泄压。
如图2A所示，螺旋轴A102的第一端设置有螺旋轴轴向凸出部A102C，所述螺旋轴轴向凸出部A102C设置有螺旋轴顶靠平面A102B，为了在顶靠时受力更加均衡，螺旋轴A102的第一端设置有两个螺旋轴轴向凸出部A102C，两个螺旋轴轴向凸出部A102C分别设置有一个螺旋轴顶靠平面A102B。两个螺旋轴顶靠平面A102B同面且相对于螺旋轴A102的中心对称设置。
如图1A和图3A所示，滑套A103设置有定位销A119，活塞A105设置有沿轴向延伸的导向槽A105C，定位销A119伸入导向槽A105C内，通过定位销A119约束活塞A105相对于滑套A103的旋转自由度，即活塞A105只能沿导向槽A105C轴向移动，而不能转动。
活塞A105的与螺旋轴A102相对的一端设置有活塞轴向凸出部A105A，活塞轴向凸出部A105A的头部设置有活塞顶靠平面A105B。同样的原理，为了在顶靠时受力更加均衡，所述活塞轴向凸出部A105A有两个，两个活塞轴向凸出部A105A的头部分别设置有一个活塞顶靠平面A105B，活塞顶靠平面A105B与螺旋轴顶靠平面A102B一一对应。两个活塞顶靠平面A105B同面且相对于活塞A105的中心对称设置。
本发明通过螺旋轴和凸轮轴联合控制气门运动的工作原理是：
发动机的机油油路(低压油路)中的机油，可通过进油孔A107和限位油孔A118流到滑套腔Q。在凸轮轴101的作用下，螺旋轴A102向下运动，当螺旋轴A102的封堵部分A102G堵住限位油孔A118时(此时，由于单向阀108的作用，机油也不能从进油孔A107流出)，滑套腔Q变成了一个封闭的腔，液压油压力升高，推动活塞A105下行，活塞A105推动气门向下运动。
通过发动机电控单元控制的直线执行机构117驱动齿条113移动，推动螺旋轴A102转动，当螺旋轴顶靠平面A102B脱离活塞顶靠平面A105B后，由于螺旋轴A102设置了螺旋槽A102D和封堵部分A102G，在凸轮面推动螺旋轴A102下移时，封堵部分A102G首先封堵限位油孔A118，使活塞A105与螺旋轴A102变为刚性连接，气门随之开启，而且开启时刻始终不变。螺旋轴A102继续下行，当螺旋槽A102D与限位油孔A118连通时，滑套腔Q与所述发动机的低压油路连通泄压，使气门脱离凸轮面的控制，在气门弹簧力的作用下，气门推动活塞上行。在气门关闭的过程中，若螺旋轴A102没有再堵住限位油孔A118，则气门关闭的运动过程不受凸轮面的影响，受气门弹簧力和油压力的共同作用运动。若气门关闭完成前，螺旋轴A102随凸轮面往上做回位运动再次堵住限位油孔A118，这时滑套腔Q又变为密封腔，气门运动规律将再随螺旋轴A102一起由凸轮面控制。由于上述凸轮面、螺旋面、限位油孔等都为机械结构，是固定不变的，因此，气门无论以上述那种方式关闭，其运动规律都是固定的，随螺旋轴的旋转，呈现逐步增大或减少的关系，气门行程变化与螺旋轴的转角呈线性关系。
通过转动螺旋轴A102可改变螺旋槽A102D与限位油孔A118的连通时刻，进而改变气门的关闭时刻，即可实现全可变气门机构的功能，但与气门开启时刻对应的曲轴转角始终保持不变，因而特别适合应用 到具有扫气过程的发动机的进气门可变行程的控制，如图8A所示。
回程时，液压油经过单向阀108从进油孔A107进入滑套腔Q，与复位弹簧A104一起使螺旋轴A102快速复位。
本实施例中，当发动机停机ECU断电后，在回位弹簧115作用下，齿条113右移到限位装置116限制的极限位置，这时，活塞A105与螺旋轴A102的位置关系，处于图5A和图6A所示的状态，即活塞顶靠平面A105B顶靠于螺旋轴顶靠平面A102B,滑套腔Q中的机油不起作用，凸轮轴与气门间处于刚性连接状态,气门升程完全由凸轮轴1控制，从而避免了机油流失对系统正常工作造成的影响。
本实施例中，如图7A所示，当螺旋轴A102受控于所述凸轮面的基圆段、所述齿条113向所述限位装置116的相反方向移动至另一个极限位置时，所述螺旋槽A102D与所述限位油孔A118连通，此时，凸轮轴1还没有开始工作，螺旋槽A102D就已经与限位油孔A118连通泄压，此后，无论螺旋轴A102受控于凸轮面的基圆还是非基圆段，活塞A105都将停止运动，气门均处于关闭状态，可实现发动机的停缸过程。
本实施例中，图4A示出了一个齿条113同时与6个控制齿轮A102A啮合的例子，每个控制齿轮A102A对应一个气门组件，即应用于六缸发动机，本发明的构思可以扩展到4缸机或8缸机等，气缸的数量不受限制。
本实施例中，控制齿轮A102A的端面上设置有推力轴承112，推力轴承112与凸轮轴101的凸轮面之间设置有耐磨垫片111,以减少磨损，并可以通过耐磨片111的厚度调整活塞顶靠平面A105B与螺旋轴顶靠平面A102B之间的距离，当凸轮轴101的非凸轮面顶靠螺旋轴A102时(或通过耐磨片111和推力轴承112顶靠)，两者的距离为零或接近为零。
实施例2
如图1B所示，一种全可变电液气门系统，滑套B103外设置有限位套125，限位套125相对于发动机固定，滑套B103与限位套125转动安装且滑套B103受轴向限位结构的约束，本实施例中，轴向限位结构是位于限位套125两端的挡环126和凸缘，凸缘与滑套B103设为一体，挡环126与滑套B103固定连接，当然，出于使滑套B103相对于限位套125只能转动不能移动的目的，还可以采用其它轴向限位结构，在此不做赘述。
螺旋轴B102和活塞B105分别与滑套B103滑动密封连接，螺旋轴B102在轴向上受控于凸轮轴101的凸轮面，活塞B105顶靠于气门组件106。在滑套B103内，螺旋轴B102与活塞B105之间的空间为滑套腔Q，复位弹簧B104夹压于螺旋轴B102与活塞B105之间，复位弹簧B104与油压力对活塞B105的共同作用力远小于气门弹簧对活塞B105的作用力。
滑套B103开设有进油孔B107、限位油孔B118和缓冲油孔123，限位套125开设有限位套第一油孔125A、限位套第二油孔125B和限位套第二油孔125C，限位套125的内壁开设有第一环形槽、第二环形槽和第三环形槽。限位套第一油孔125A通过所述第一环形槽与限位油孔B118相通，限位套第一油孔125A通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通，限位套第二油孔125B通过所述第二环形槽与进油孔B107相通，限位套第二油孔125B连接单向阀108，通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通；缓冲油孔123与缓冲腔R连通，限位套第三油孔125C通过所述第三环形槽与缓冲油孔123相通，第三油孔125C连接节流装置124，通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通。所述发动机机油油路以及与之关联的减压阀 114、保压阀110、油底壳109等组成所述发动机的低压油路,所述节流装置可以是节流阀也可以是节流孔等装置。
滑套B103具有相对设置的第一端和第二端，滑套B103的第一端设置有阶梯孔结构，阶梯孔结构包括大孔和小孔，所述小孔与活塞B105的滑动密封面配合，所述大孔内设置有缓冲环121，缓冲环121套设于活塞B105的滑动密封面并与所述大孔的内周面滑动密封配合，缓冲环121和活塞B105在所述阶梯孔内形成缓冲腔R；活塞B105的外端周面设置有用于在气门组件106的气门落座时碰撞缓冲环121的凸缘B105D，滑套B103的活塞端部安装有挡板122，当气门组件106的气门关闭时，缓冲环121与挡板122之间具有缓冲距离S。
上述结构具有缓冲功能。当气门即将落座时，活塞B105首先碰撞缓冲环121，由于节流装置124的作用，缓冲腔R内的机油对缓冲环121的运动起到阻尼作用，缓冲环121缓慢运动，使气门缓慢落座，减小了对气门和气门座的密封面造成的冲击损坏，从而有效提高了气门机构的使用寿命。当气门再次下行时，缓冲环121在机油压力作用下向下运动，由于缓冲距离S很短，气门再次落座前，缓冲环121有足够时间运动到挡板122位置；调整节流装置124的节流效果及缓冲距离，即可调整气门缓冲效果。
如图1B、图2B和图4B共同所示，滑套B103的第二端与齿轮齿条机构传动连接，所述齿轮齿条机构包括控制齿轮B103A和齿条113，所述控制齿轮B103A设置于滑套B103的第二端，齿条B103由发动机电控单元(ECU)控制的直线执行机构117驱动。控制齿轮B103A与滑套B103以能够传递扭矩的方式连接。直线执行机构117是成熟的技术，可以是直线电机或执行电磁铁或气缸或液压缸等，其与齿条113的连接关系等也是本领域普通技术人员所熟知的，在此不做赘述。
如图1B和图2B所示，螺旋轴B102设置有第二导向槽B102A，第二导向槽B102A沿螺旋轴B102的轴向延伸，第二定位销127伸入第二导向槽B102内，第二定位销127相对于所述发动机固定，该结构使螺旋轴B102只能轴向移动，不能转动。
螺旋轴B102具有相对设置的第一端和第二端，螺旋轴B102还设置有螺旋结构，所述螺旋结构包括开设于螺旋轴B102的周面上的螺旋槽B102D，螺旋槽B102D的靠近螺旋轴B102第一端的槽面为螺旋面B102E，螺旋面B102E与螺旋轴B102第一端之间的部分为可封堵限位油孔B118的封堵部分B102G，螺旋槽B102D开设有通油孔B102F，通油孔B102F连通螺旋槽B102D和滑套腔Q，当螺旋槽B102D与限位油孔B118连通时，滑套腔Q与所述发动机的低压油路连通泄压。
如图2B所示，螺旋轴B102的第一端设置有螺旋轴轴向凸出部B102C，所述螺旋轴轴向凸出部B102C设置有螺旋轴顶靠平面B102B，为了在顶靠时受力更加均衡，螺旋轴B102的第一端设置有两个螺旋轴轴向凸出部B102C，两个螺旋轴轴向凸出部B102C分别设置有一个螺旋轴顶靠平面B102B。两个螺旋轴顶靠平面B102B同面且相对于螺旋轴B102的中心对称设置。
如图1B和图3B所示，滑套B103设置有第一定位销B119，活塞B105设置有沿轴向延伸的第一导向槽B105C，第一定位销B119伸入第一导向槽B105C内，通过第一定位销B119约束活塞B105相对于滑套B103的旋转自由度，即活塞B105只能沿第一导向槽B105C轴向移动，而不能转动，滑套B103转动时，可带动活塞B105一起转动。
活塞B105的与螺旋轴B102相对的一端设置有活塞轴向凸出部B105A，活塞轴向凸出部B105A的头部设置有活塞顶靠平面B105B。同样的原理，为了在顶靠时受力更加均衡，所述活塞轴向凸出部B105A有两个，两个活塞轴向凸出部B105A的头部分别设置有一个活塞顶靠平面B105B，活塞顶靠平面B105B与螺旋 轴顶靠平面B102B一一对应。两个活塞顶靠平面B105B同面且相对于活塞B105的中心对称设置。
本发明通过螺旋轴和凸轮轴联合控制气门运动的工作原理是：
发动机的机油油路(低压油路)中的机油，可通过进油孔B107和限位油孔B118流到滑套腔Q。在凸轮轴101的作用下，螺旋轴B102向下运动，当螺旋轴B102的封堵部分B102G堵住限位油孔B118时(此时，由于单向阀108的作用，机油也不能从进油孔B107流出)，滑套腔Q变成了一个封闭的腔，液压油压力升高，推动活塞B105下行，活塞B105推动气门向下运动。
通过发动机电控单元控制的直线执行机构117驱动齿条113移动，推动滑套B103转动，滑套B103转动时，可带动活塞B105一起转动，当活塞顶靠平面B105B脱离螺旋轴顶靠平面B102B后，由于螺旋轴B102设置了螺旋槽B102D和封堵部分B102G，在凸轮面推动螺旋轴B102下移时，封堵部分B102G首先封堵限位油孔B118，使活塞B105与螺旋轴B102变为刚性连接，气门随之开启，而且开启时刻始终不变。螺旋轴B102继续下行，当螺旋槽B102D与限位油孔B118连通时，滑套腔Q与所述发动机的低压油路连通泄压，使气门脱离凸轮面的控制，在气门弹簧力的作用下，气门推动活塞上行。在气门关闭的过程中，若螺旋轴B102没有再堵住限位油孔B118，则气门关闭的运动过程不受凸轮面的影响，受气门弹簧力和油压力的共同作用运动。若气门关闭完成前，螺旋轴B102随凸轮面往上做回位运动再次堵住限位油孔B118，这时滑套腔Q又变为密封腔，气门运动规律将再随螺旋轴B102一起由凸轮面控制。由于上述凸轮面、螺旋面、限位油孔等都为机械结构，是固定不变的，因此，气门无论以上述那种方式关闭，其运动规律都是固定的，随螺旋轴的旋转，呈现逐步增大或减少的关系，气门行程变化与螺旋轴的转角呈线性关系。
通过转动滑套B103可改变螺旋槽B102D与限位油孔B118的连通时刻，进而改变气门的关闭时刻，即可实现全可变气门机构的功能，但与气门开启时刻对应的曲轴转角始终保持不变，因而特别适合应用到具有扫气过程的发动机的进气门可变行程的控制，如图8B所示。
回程时，液压油经过单向阀108从进油孔B107进入滑套腔Q，与复位弹簧B104一起使螺旋轴B102快速复位。
本实施例中，当发动机停机ECU断电后，在回位弹簧115作用下，齿条113右移到限位装置116限制的极限位置，这时，活塞B105与螺旋轴B102的位置关系，处于图5B和图6B所示的状态，即活塞顶靠平面B105B顶靠于螺旋轴顶靠平面B102B,滑套腔Q中的机油不起作用，凸轮与气门间处于刚性连接状态,气门升程完全由凸轮轴1控制，从而避免了机油流失对系统正常工作造成的影响。
本实施例中，如图7B所示，当螺旋轴B102受控于所述凸轮面的基圆段、所述齿条113向所述限位装置116的相反方向移动至另一个极限位置时，所述螺旋槽B102D与所述限位油孔B118连通，此时，凸轮轴1还没有开始工作，螺旋槽B102D就已经与限位油孔B118连通泄压，此后，无论螺旋轴B102受控于凸轮面的基圆还是非基圆段，活塞B105都将停止运动，气门均处于关闭状态，可实现发动机的停缸过程。
本实施例中，图4B示出了一个齿条113同时与6个控制齿轮B103A啮合的例子，每个控制齿轮B103A对应一个气门组件，即应用于六缸发动机，本发明的构思可以扩展到4缸机或8缸机等，气缸的数量不受限制。
本实施例中，控制齿轮B103A的端面上设置有推力轴承112，推力轴承112与凸轮轴101的凸轮面之间设置有耐磨垫片111,以减少磨损，并可以通过耐磨片111的厚度调整活塞顶靠平面B105B与螺旋轴顶靠平面B102B之间的距离，当凸轮轴101的非凸轮面顶靠螺旋轴B102时(或通过耐磨片111和推力轴承 112顶靠)，两者的距离为零或接近为零。
实施例3
如图1C所示，一种全可变电液气门系统，滑套C103相对于发动机固定，滑动轴C102和活塞C105分别与滑套C103滑动密封连接，滑动轴C102在轴向上受控于凸轮轴101的凸轮面，活塞C105顶靠于气门组件106。
在滑套C103内，滑动轴C102与活塞C105之间的空间为滑套腔Q，复位弹簧C104夹压于滑动轴C102与活塞C105之间,复位弹簧C104与油压力对活塞C105的共同作用力远小于气门弹簧对活塞C105的作用力。滑套C103开设有进油孔C107和通油孔C118；进油孔C107连接单向阀108，通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通；通油孔C118通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通。
滑套C103的活塞端部设置有阶梯孔结构，阶梯孔结构包括大孔和小孔，所述小孔与活塞C105的滑动密封面配合，所述大孔内设置有缓冲环121，缓冲环121套设于活塞C105的滑动密封面并与所述大孔的内周面滑动密封配合，缓冲环121和活塞C105在所述阶梯孔内形成缓冲腔R；活塞C105的外端周面设置有用于在气门组件106的气门落座时碰撞缓冲环121的凸缘C105D，滑套C103的活塞端部安装有挡板122，当气门组件106的气门关闭时，缓冲环121与挡板122之间具有缓冲距离S。
滑套C103还开设有与缓冲腔R连通的缓冲油孔123，缓冲油孔123连接节流装置124，通过减压阀114与发动机机油油路连通，并通过保压阀110与油底壳109连通；所述发动机机油油路以及与之关联的减压阀114、保压阀110、油底壳109等组成所述发动机的低压油路,所述节流装置可以是节流阀也可以是节流孔等装置。
上述结构具有缓冲功能。当气门即将落座时，活塞C105首先碰撞缓冲环121，由于节流装置124的作用，缓冲腔R内的机油对缓冲环121的运动起到阻尼作用，缓冲环121缓慢运动，使气门缓慢落座，减小了对气门和气门座的密封面造成的冲击损坏，从而有效提高了气门机构的使用寿命。当气门再次下行时，缓冲环121在机油压力作用下向下运动，由于缓冲距离S很短，气门再次落座前，缓冲环121有足够时间运动到挡板122位置；调整节流装置124的节流效果及缓冲距离，即可调整气门缓冲效果。
如图1C、图2C和图4C共同所示，滑动轴C102具有相对设置的第一端和第二端，所述第二端与齿轮齿条机构传动连接，所述齿轮齿条机构包括控制齿轮C102A和齿条113，所述控制齿轮C102A设置于滑动轴C102的第二端，齿条C103由发动机电控单元(ECU)控制的直线执行机构117驱动。控制齿轮C102A与滑动轴C102的连接方式有两种，一种是固定连接，另一种是控制齿轮C102A相对于滑动轴C102可沿轴向相对滑动但不能相对转动，例如键连接，不管采用哪种连接方式，其必须能够传递扭矩。直线执行机构117是成熟的技术，可以是直线电机或执行电磁铁或气缸或液压缸等，其与齿条113的连接关系等也是本领域普通技术人员所熟知的，在此不做赘述。
如图2C所示，滑动轴C102设置有与滑套腔Q连通的限位油孔C102F，滑动轴C102的第一端设置有滑动轴轴向凸出部C102C，所述滑动轴轴向凸出部C102C设置有滑动轴顶靠平面C102B，为了在顶靠时受力更加均衡，滑动轴C102的第一端设置有两个滑动轴轴向凸出部C102C，两个滑动轴轴向凸出部C102C分别设置有一个滑动轴顶靠平面C102B。两个滑动轴顶靠平面C102B同面且相对于滑动轴C102的中心对称设置。
如图1C和图3C所示，滑套C103设置有定位销C119，活塞C105设置有沿轴向延伸的导向槽C105C， 定位销C119伸入导向槽C105C内，通过定位销C119约束活塞C105相对于滑套C103的旋转自由度，即活塞C105只能沿导向槽C105C轴向移动，而不能转动。
如图1C和图8C所示，滑套C103的内孔壁开设有螺旋槽C103A，螺旋槽C103A的靠近滑动轴21第二端的槽面为螺旋面C103B，螺旋槽C103A与通油孔C118相通，当螺旋槽C103A与限位油孔C102F连通时，滑套腔Q与所述发动机的低压油路连通泄压。
如图3C所示，活塞C105的与滑动轴C102相对的一端设置有活塞轴向凸出部C105A，活塞轴向凸出部C105A的头部设置有活塞顶靠平面C105B。同样的原理，为了在顶靠时受力更加均衡，所述活塞轴向凸出部C105A有两个，两个活塞轴向凸出部C105A的头部分别设置有一个活塞顶靠平面C105B，活塞顶靠平面C105B与滑动轴顶靠平面C102B一一对应。两个活塞顶靠平面C105B同面且相对于活塞C105的中心对称设置。
本发明通过滑动轴和凸轮轴联合控制气门运动的工作原理是：
发动机的机油油路(低压油路)中的机油，可通过进油孔C107和通油孔C118流到滑套腔Q。在凸轮轴101的作用下，滑动轴C102向下运动，当滑套C103的非槽部分堵住限位油孔C102F时(此时，由于单向阀108的作用，机油也不能从进油孔C107流出)，滑套腔Q变成了一个封闭的腔，液压油压力升高，推动活塞C105下行，活塞C105推动气门向下运动。
通过发动机电控单元控制的直线执行机构117驱动齿条113移动，推动滑动轴C102转动，当滑动轴顶靠平面C102B脱离活塞顶靠平面C105B后，由于滑动轴C102设置了与滑套腔Q连通的限位油孔C102F并在滑套C103上设置了螺旋槽C103A，在凸轮面推动滑动轴C102下移时，滑套C103的非槽部分首先封堵限位油孔C102F，使活塞C105与滑动轴C102变为刚性连接，气门随之开启，而且开启时刻始终不变。滑动轴C102继续下行，当螺旋槽C103A与限位油孔C102F连通时，滑套腔Q与所述发动机的低压油路连通泄压，使气门脱离凸轮面的控制，在气门弹簧力的作用下，气门推动活塞上行。在气门关闭的过程中，若滑动轴C102没有再堵住限位油孔C102F，则气门关闭的运动过程不受凸轮面的影响，受气门弹簧力和油压力的共同作用运动。若气门关闭完成前，滑动轴C102随凸轮面往上做回位运动再次堵住限位油孔C102F，这时滑套腔Q又变为密封腔，气门运动规律将再随滑动轴C102一起由凸轮面控制。由于上述凸轮面、螺旋面、通油孔等都为机械结构，是固定不变的，因此，气门无论以上述那种方式关闭，其运动规律都是固定的，随滑动轴的旋转，呈现逐步增大或减少的关系，气门行程变化与滑动轴的转角呈线性关系。
通过转动滑动轴C102可改变螺旋槽C103A与限位油孔C102F的连通时刻，进而改变气门的关闭时刻，即可实现全可变气门机构的功能，但与气门开启时刻对应的曲轴转角始终保持不变，因而特别适合应用到具有扫气过程的发动机的进气门可变行程的控制，如图9C所示。
回程时，液压油经过单向阀108从进油孔C107进入滑套腔Q，与复位弹簧C104一起使滑动轴C102快速复位。
本实施例中，当发动机停机ECU断电后，在回位弹簧115作用下，齿条113右移到限位装置116限制的极限位置，这时，活塞C105与滑动轴C102的位置关系，处于图5C和图6C所示的状态，即活塞顶靠平面C105B顶靠于滑动轴顶靠平面C102B,滑套腔Q中的机油不起作用，凸轮轴与气门间处于刚性连接状态,气门升程完全由凸轮轴1控制，从而避免了机油流失对系统正常工作造成的影响。
本实施例中，如图7C所示，当滑动轴C102受控于所述凸轮面的基圆段、所述齿条113向所述限位 装置116的相反方向移动至另一个极限位置时，螺旋槽C103A与限位油孔C102F连通，此时，凸轮轴1还没有开始工作，螺旋槽C103A就已经与限位油孔C102F连通泄压，此后，无论螺旋轴C102受控于凸轮面的基圆还是非基圆段，活塞C105都将停止运动，气门均处于关闭状态，可实现发动机的停缸过程。
本实施例中，图4C示出了一个齿条113同时与6个控制齿轮C102A啮合的例子，每个控制齿轮C102A对应一个气门组件，即应用于六缸发动机，本发明的构思可以扩展到4缸机或8缸机等，气缸的数量不受限制。
本实施例中，控制齿轮C102A的端面上设置有推力轴承112，推力轴承112与凸轮轴101的凸轮面之间设置有耐磨垫片111,以减少磨损，并可以通过耐磨片111的厚度调整活塞顶靠平面C105B与滑动轴顶靠平面C102B之间的距离，当凸轮轴101的非凸轮面顶靠滑动轴C102时(或通过耐磨片111和推力轴承112顶靠)，两者的距离为零或接近为零。
本发明不局限于上述实施例，一切基于本发明的构思、原理、结构及方法所做出的种种改进，都将落入本发明的保护范围之内。
工业实用性
由于螺旋轴设置了螺旋槽和封堵部分，在凸轮面推动螺旋轴下移前，封堵部分已经封堵限位油孔，活塞与螺旋轴为刚性连接，螺旋轴下移时，气门随之开启，开启时刻始终不变；螺旋轴继续下移，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压，使气门脱离凸轮面的控制，气门在气门弹簧力的作用下落座关闭。通过转动螺旋轴可改变螺旋槽与限位油孔的连通时刻，进而改变气门的关闭时刻，可实现全可变气门机构的功能，但与气门开启时刻对应的曲轴转角保持不变，因而特别适合应用到具有扫气过程的发动机的进气门可变行程的控制。气门回程时，液压油从进油孔进入滑套腔，与复位弹簧一起使螺旋轴快速复位，由发动机电控单元控制的直线执行机构驱动螺旋轴转动，响应速度快，控制方便，可替代价格昂贵的高速电磁阀，适合多缸发动机使用。
作为同一种构思，也可以通过转动滑套来改变螺旋槽与限位油孔的连通时刻，进而改变气门的关闭时刻。
作为同一种构思，也可以在滑套内孔壁上设置螺旋槽并在滑动轴上设置与滑套腔连通的限位油孔，在凸轮面推动滑动轴下移前，滑套的非槽部分已经封堵限位油孔，活塞与滑动轴为刚性连接，螺旋轴下移时，气门随之开启，开启时刻始终不变；滑动轴继续下移，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压，使气门脱离凸轮面的控制，气门在气门弹簧力的作用下落座关闭。通过转动滑动轴可改变螺旋槽与限位油孔的连通时刻，进而改变气门的关闭时刻，可实现全可变气门机构的功能，但与气门开启时刻对应的曲轴转角始终保持不变，因而特别适合应用到具有扫气过程的发动机的进气门可变行程的控制。

Claims (22)

  1. 一种全可变电液气门系统，包括：
    凸轮轴和气门组件；
    滑套、螺旋轴、活塞和复位弹簧，所述滑套相对于发动机固定，所述螺旋轴和所述活塞分别与所述滑套滑动密封连接，所述螺旋轴与所述活塞之间的内腔称为滑套腔，所述复位弹簧夹压于所述螺旋轴与所述活塞之间，所述活塞顶靠于所述气门组件，所述螺旋轴在轴向上受控于所述凸轮轴的凸轮面；
    所述螺旋轴具有相对设置的第一端和第二端，所述螺旋轴设置有螺旋结构，所述螺旋轴的第二端与齿轮齿条机构传动连接，所述齿轮齿条机构包括控制齿轮和齿条，所述控制齿轮设置于所述螺旋轴的第二端，所述齿条由发动机电控单元控制的直线执行机构驱动；
    所述滑套开设有进油孔和限位油孔，所述进油孔和所述限位油孔分别与发动机的低压油路连通，在所述进油孔与所述发动机的低压油路之间的连接管路上设置有单向阀；其特征在于，
    所述螺旋结构包括开设于所述螺旋轴的周面上的螺旋槽，所述螺旋槽的靠近所述螺旋轴第一端的槽面为螺旋面，所述螺旋面与所述螺旋轴第一端之间的部分为可封堵所述限位油孔的封堵部分，所述螺旋槽开设有通油孔，所述通油孔连通所述螺旋槽和所述滑套腔，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压；
    所述螺旋轴的第一端设置有螺旋轴轴向凸出部，所述螺旋轴轴向凸出部设置有螺旋轴顶靠平面，所述活塞的与所述螺旋轴相对的一端设置有活塞轴向凸出部，所述活塞轴向凸出部的头部设置有活塞顶靠平面；
    所述滑套设置有定位销，所述活塞设置有沿轴向延伸的导向槽，所述定位销伸入所述导向槽内；
    所述齿轮齿条机构还设置有限位装置和回位弹簧，当所述回位弹簧使所述齿条移动到所述限位装置限定的极限位置时，所述活塞顶靠平面顶靠于所述螺旋轴顶靠平面，所述限位油孔被所述螺旋轴的封堵部分封堵，所述气门组件的气门升程由所述凸轮轴控制。
  2. 如权利要求1所述的全可变电液气门系统，其特征在于，当所述螺旋轴受控于所述凸轮面的基圆段、所述齿条向所述限位装置的相反方向移动至另一个极限位置时，所述螺旋槽与所述限位油孔连通。
  3. 如权利要求1所述的全可变电液气门系统，其特征在于，所述螺旋轴的第一端设置有两个所述螺旋轴轴向凸出部，两个所述螺旋轴轴向凸出部的头部分别设置有一个所述螺旋轴顶靠平面；所述活塞轴向凸出部有两个，两个所述活塞轴向凸出部的头部分别设置有一个所述活塞顶靠平面，所述活塞顶靠平面与所述螺旋轴顶靠平面一一对应。
  4. 如权利要求3所述的全可变电液气门系统，其特征在于，两个所述活塞顶靠平面同面，两个所述螺旋轴顶靠平面同面。
  5. 如权利要求4所述的全可变电液气门系统，其特征在于，两个所述活塞顶靠平面相对于所述活塞的中心对称设置，两个所述螺旋轴顶靠平面相对于所述螺旋轴的中心对称设置。
  6. 如权利要求1所述的全可变电液气门系统，其特征在于，所述控制齿轮与所述螺旋轴以传递扭矩的方式连接。
  7. 如权利要求1所述的全可变电液气门系统，其特征在于，所述齿条同时与多个所述螺旋轴的控制齿轮啮合。
  8. 如权利要求1所述的全可变电液气门系统，其特征在于，所述滑套的活塞端部设置有阶梯孔结构，所述阶梯孔结构包括大孔和小孔，所述小孔与所述活塞的滑动密封面配合，所述大孔内设置有缓冲环， 所述缓冲环套设于所述活塞的滑动密封面并与所述大孔的内周面滑动密封配合，所述缓冲环和所述活塞在所述阶梯孔内形成缓冲腔；所述活塞的外端周面设置有用于在所述气门组件的气门落座时碰撞所述缓冲环的凸缘，所述滑套的活塞端部安装有挡板，当所述气门组件的气门关闭时，所述缓冲环与所述挡板之间具有缓冲距离；所述滑套开设有与所述缓冲腔连通的缓冲油孔，所述缓冲油孔通过节流装置与所述发动机的低压油路连通。
  9. 一种全可变电液气门系统，包括：
    凸轮轴和气门组件；
    滑套、螺旋轴、活塞和复位弹簧，所述滑套具有相对设置的第一端和第二端，所述滑套开设有进油孔和限位油孔，所述螺旋轴具有相对设置的第一端和第二端，所述螺旋轴设置有螺旋结构，所述螺旋轴和所述活塞分别与所述滑套滑动密封连接，所述螺旋轴与所述活塞之间的内腔称为滑套腔，所述复位弹簧夹压于所述螺旋轴与所述活塞之间，所述活塞顶靠于所述气门组件，所述螺旋轴在轴向上受控于所述凸轮轴的凸轮面；
    齿轮齿条机构，所述齿轮齿条机构包括控制齿轮和齿条，所述齿条由发动机电控单元控制的直线执行机构驱动；其特征在于，
    所述滑套外设置有限位套，所述限位套相对于发动机固定，所述滑套与所述限位套转动安装且所述滑套受轴向限位结构的约束，所述限位套开设有限位套第一油孔和限位套第二油孔，所述限位套的内壁开设有第一环形槽和第二环形槽，所述限位套第一油孔通过所述第一环形槽与所述限位油孔相通，所述限位套第二油孔通过所述第二环形槽与所述进油孔相通，所述限位套第一油孔和所述限位套第二油孔分别与发动机的低压油路连通，在所述限位套第二油孔与所述发动机的低压油路之间的连接管路上设置有单向阀；
    所述螺旋结构包括开设于所述螺旋轴的周面上的螺旋槽，所述螺旋槽的靠近所述螺旋轴第一端的槽面为螺旋面，所述螺旋面与所述螺旋轴第一端之间的部分为可封堵所述限位油孔的封堵部分，所述螺旋槽开设有通油孔，所述通油孔连通所述螺旋槽和所述滑套腔，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压；
    所述螺旋轴的第一端设置有螺旋轴轴向凸出部，所述螺旋轴轴向凸出部设置有螺旋轴顶靠平面，所述活塞的与所述螺旋轴相对的一端设置有活塞轴向凸出部，所述活塞轴向凸出部的头部设置有活塞顶靠平面；
    所述滑套设置有第一定位销，所述活塞设置有沿轴向延伸的第一导向槽，所述第一定位销伸入所述第一导向槽内；所述螺旋轴设置有第二导向槽，所述第二导向槽沿所述螺旋轴的轴向延伸，第二定位销伸入所述第二导向槽内，所述第二定位销相对于所述发动机固定；
    所述控制齿轮设置于所述滑套的第二端，所述齿轮齿条机构还设置有限位装置和回位弹簧，当所述回位弹簧使所述齿条移动到所述限位装置限定的极限位置时，所述活塞顶靠平面顶靠于所述螺旋轴顶靠平面，所述限位油孔被所述螺旋轴的封堵部分封堵，所述气门组件的气门升程由所述凸轮轴控制。
  10. 如权利要求9所述的全可变电液气门系统，其特征在于，当所述螺旋轴受控于所述凸轮面的基圆段、所述齿条向所述限位装置的相反方向移动至另一个极限位置时，所述螺旋槽与所述限位油孔连通。
  11. 如权利要求9所述的全可变电液气门系统，其特征在于，所述螺旋轴的第一端设置有两个所述螺旋轴轴向凸出部，两个所述螺旋轴轴向凸出部的头部分别设置有一个所述螺旋轴顶靠平面；所述活塞 轴向凸出部有两个，两个所述活塞轴向凸出部的头部分别设置有一个所述活塞顶靠平面，所述活塞顶靠平面与所述螺旋轴顶靠平面一一对应。
  12. 如权利要求11所述的全可变电液气门系统，其特征在于，两个所述活塞顶靠平面同面，两个所述螺旋轴顶靠平面同面。
  13. 如权利要求12所述的全可变电液气门系统，其特征在于，两个所述活塞顶靠平面相对于所述活塞的中心对称设置，两个所述螺旋轴顶靠平面相对于所述螺旋轴的中心对称设置。
  14. 如权利要求9所述的全可变电液气门系统，其特征在于，所述控制齿轮与所述滑套以传递扭矩的方式连接。
  15. 如权利要求9所述的全可变电液气门系统，其特征在于，所述齿条同时与多个所述螺旋轴的控制齿轮啮合。
  16. 一种全可变电液气门系统，包括：
    凸轮轴和气门组件；
    滑套、滑动轴、活塞和复位弹簧，所述滑套相对于发动机固定，所述滑动轴和所述活塞分别与所述滑套滑动密封连接，所述滑动轴与所述活塞之间的内腔称为滑套腔，所述复位弹簧夹压于所述滑动轴与所述活塞之间，所述活塞顶靠于所述气门组件，所述滑动轴在轴向上受控于所述凸轮轴的凸轮面；
    所述滑动轴具有相对设置的第一端和第二端，所述滑动轴的第二端与齿轮齿条机构传动连接，所述齿轮齿条机构包括控制齿轮和齿条，所述控制齿轮设置于所述滑动轴的第二端，所述齿条由发动机电控单元控制的直线执行机构驱动；
    所述滑套开设有进油孔和通油孔，所述进油孔和所述通油孔分别与发动机的低压油路连通，在所述进油孔与所述发动机的低压油路之间的连接管路上设置有单向阀；其特征在于，
    所述滑动轴设置有与所述滑套腔连通的限位油孔，所述滑套的内孔壁开设有螺旋槽，所述螺旋槽的靠近所述滑动轴第二端的槽面为螺旋面，所述螺旋槽与所述通油孔相通，当所述螺旋槽与所述限位油孔连通时，所述滑套腔与所述发动机的低压油路连通泄压；
    所述滑动轴的第一端设置有滑动轴轴向凸出部，所述滑动轴轴向凸出部设置有滑动轴顶靠平面，所述活塞的与所述滑动轴相对的一端设置有活塞轴向凸出部，所述活塞轴向凸出部的头部设置有活塞顶靠平面；
    所述滑套设置有定位销，所述活塞设置有沿轴向延伸的导向槽，所述定位销伸入所述导向槽内；
    所述齿轮齿条机构还设置有限位装置和回位弹簧，当所述回位弹簧使所述齿条移动到所述限位装置限定的极限位置时，所述活塞顶靠平面顶靠于所述滑动轴顶靠平面，所述限位油孔被所述滑套的非槽部分封堵，所述气门组件的气门升程由所述凸轮轴控制。
  17. 如权利要求16所述的全可变电液气门系统，其特征在于，当所述滑动轴受控于所述凸轮面的基圆段、所述齿条向所述限位装置的相反方向移动至另一个极限位置时，所述螺旋槽与所述限位油孔连通。
  18. 如权利要求16所述的全可变电液气门系统，其特征在于，所述滑动轴的第一端设置有两个所述滑动轴轴向凸出部，两个所述滑动轴轴向凸出部的头部分别设置有一个所述滑动轴顶靠平面；所述活塞轴向凸出部有两个，两个所述活塞轴向凸出部的头部分别设置有一个所述活塞顶靠平面，所述活塞顶靠平面与所述滑动轴顶靠平面一一对应。
  19. 如权利要求18所述的全可变电液气门系统，其特征在于，两个所述活塞顶靠平面同面，两个所 述滑动轴顶靠平面同面。
  20. 如权利要求19所述的全可变电液气门系统，其特征在于，两个所述活塞顶靠平面相对于所述活塞的中心对称设置，两个所述滑动轴顶靠平面相对于所述滑动轴的中心对称设置。
  21. 如权利要求16所述的全可变电液气门系统，其特征在于，所述控制齿轮与所述滑动轴以传递扭矩的方式连接。
  22. 如权利要求16所述的全可变电液气门系统，其特征在于，所述齿条同时与多个所述滑动轴的控制齿轮啮合。
PCT/CN2020/140614 2020-01-10 2020-12-29 全可变电液气门系统 WO2021139564A1 (zh)

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