WO2021248967A1 - 一种全可变挺杯 - Google Patents

一种全可变挺杯 Download PDF

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Publication number
WO2021248967A1
WO2021248967A1 PCT/CN2021/081655 CN2021081655W WO2021248967A1 WO 2021248967 A1 WO2021248967 A1 WO 2021248967A1 CN 2021081655 W CN2021081655 W CN 2021081655W WO 2021248967 A1 WO2021248967 A1 WO 2021248967A1
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WO
WIPO (PCT)
Prior art keywords
plunger
valve
driven
buffer
hole
Prior art date
Application number
PCT/CN2021/081655
Other languages
English (en)
French (fr)
Inventor
崔靖晨
隆武强
田华
孟相宇
礼博
王阳
Original Assignee
大连理工大学
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Application filed by 大连理工大学 filed Critical 大连理工大学
Priority to JP2022558346A priority Critical patent/JP2023525208A/ja
Publication of WO2021248967A1 publication Critical patent/WO2021248967A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/16—Silencing impact; Reducing wear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34426—Oil control valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
    • F01L2001/34423—Details relating to the hydraulic feeding circuit
    • F01L2001/34446—Fluid accumulators for the feeding circuit

Definitions

  • the invention relates to the technical field of an engine valve mechanism, in particular to a fully variable lifter.
  • the engine valve train uses a cam to drive the valve assembly directly or through a valve drive group.
  • the position of the camshaft is different, and the specific structure of the valve transmission group is different.
  • the valve transmission group includes a lifter, a push rod, and a rocker arm; when the camshaft position moves up, the valve transmission group includes a lifter and a rocker. Arms, etc.; when the camshaft position continues to move up and becomes an overhead camshaft, the valve transmission group includes rocker arms or valveless transmission groups, that is, the cam directly drives the valve assembly.
  • a branch rocker arm or rocker arm valve bridge structure is generally adopted.
  • variable valve mechanisms have become a research hotspot because they can change valve operating parameters to greatly improve engine fuel economy and emissions.
  • compression ignition engines such as diesel engines
  • variable valve mechanisms can greatly reduce the pumping loss of ignition engines (such as gasoline engines) and improve their fuel economy. Therefore, at present, most of the variable valve
  • the mechanism is designed and developed for small ignition engines (such as passenger cars with gasoline engines). Its structure is overhead camshaft type, which has the characteristics of light weight of moving parts and small inertia force of moving parts.
  • the two-stroke low-speed marine engine adopts a camless electro-hydraulic valve drive mechanism due to its large size, extremely low speed (below 300r/min) and fuel consumption index.
  • This type of mechanism can realize fully flexible and variable valves. Running events, its slow response speed and the need for a large installation space have resulted in a small application range, which is only compatible with two-stroke low-speed marine engines, and is difficult to use for higher-speed engines.
  • variable valve mechanism With the implementation of Euro VI, China VI, IMO Tier III, carbon emissions and other regulations, and in order to deal with more stringent fuel consumption and emission regulations in the future, the The research and development of variable valve mechanism has become a new hot spot.
  • This type of engine has the characteristics of large volume, complex structure, high speed, heavy weight of moving parts of the valve train, and large inertial force of moving parts. This requires the variable valve mechanism to meet the following requirements at the same time:
  • the engine body includes but is not limited to the body containing the cooling water jacket, the cylinder head containing the cooling water jacket and the intake and exhaust ducts, the transmission mechanism from the crankshaft to the camshaft (mainly Determined by the camshaft position) and so on. If the newly designed variable valve mechanism interferes with the engine body or the camshaft position is required to be changed, the engine body is required to be changed, which can cost tens of millions of yuan or more. The high initial cost of the variable valve mechanism application will reduce user acceptance. , which seriously affects the industrialization prospects of the institution.
  • valve operating parameters including at least valve opening timing and closing timing
  • Valve opening speed and valve closing speed are fast enough (the higher the engine speed, the faster the valve opening and closing speed, Up to 4-5m/s or even higher), the valve fullness coefficient is large enough (when calculating according to the valve zero lift, generally ⁇ 0.5), to ensure the high enough inflation efficiency of the engine, and finally ensure the power and fuel of the engine Economical and emission indicators;
  • the valve seating time is determined by the maximum engine speed and the allowable seating duration. For example, when the maximum engine speed is 1000r/min, 1500r/min, 2000r/min, 2500r/min, 3000r/min, 3500r/min, press the highest 1.2 times the rotation speed and the seat buffer is completed within 20°C A, the buffer time is ⁇ 2.78ms, ⁇ 1.85ms, ⁇ 1.39ms, ⁇ 1.11ms, ⁇ 0.93ms, and ⁇ 0.79ms. Since the higher the engine speed, the faster the valve opening and closing speed, the shorter the valve seating time required, and the final valve seating speed is basically the same. Therefore, as the engine speed increases, the valve deceleration needs to be greatly increased.
  • the seat cushioning force provided by the valve train is greatly improved, which places extremely high requirements on the reliability of the valve train; e) The valve operation consistency and repeatability are good under different engine speeds, environmental conditions and control parameters; d ) The number of parts is simplified and the processing cost is low.
  • L represents the valve lift
  • T1 represents the initial stage of valve opening. In the initial stage of valve opening, the occupied crankshaft angle is required to be short and open quickly
  • T2 represents the rapid valve opening period, and the valve is required to be quickly opened during the rapid valve opening period.
  • T3 represents the fast valve closing period, the valve is required to close quickly during the fast valve closing period, the maximum valve lift meets the requirements, the valve fullness coefficient is large enough, etc.
  • T4 represents seated In the buffer period, the seated buffer period requires that the occupied crankshaft angle is short, and the seating speed is ⁇ 0.3m/s.
  • valve transmission group of the traditional valve train The transmission characteristics of the valve transmission group of the traditional valve train are immutable, and its operation consistency and repeatability are good. In addition, it relies on the cam profile design to meet the above-mentioned valve opening and closing speed, fullness coefficient, valve seating time, and valve seating speed. , Reliability of components and other index requirements.
  • variable valve trains of medium and large engines adopt the method of canceling the immutable valve train in the traditional valve train, and redesigning the new variable valve train to realize the flexible and variable valve operating parameters, mainly including :
  • Electro-hydraulic CVVL mechanism For example, the inventor proposed a multi-mode fully variable mechanism in 2019.
  • the fully variable fulcrum is a new integrated electro-hydraulic CVVL mechanism, which has the advantage of high valve flexibility. ;
  • the flexible connection between the hydraulic components reduces the need for changes to the engine body, and even the engine body can be unchanged; the number of parts is small, and the cost of its processing and assembly is reduced.
  • Problems to be perfected a)
  • the electro-hydraulic CVVL mechanism when the valve is closed in advance, the seat buffer period on the cam profile cannot affect the valve seat buffer. It is necessary to solve how to meet the aforementioned valve mechanism at the same time. Design many required questions.
  • the full variable fulcrum in the application adopts the cushioning scheme of the cushioning table.
  • the change curve of the equivalent seated cushioning area with valve lift is limited by its structure. It is difficult to obtain the best cushioning area curve.
  • the patent application number 201910237039.8 discloses a multi-mode fully variable mechanism that adopts the buffering scheme of the buffer table.
  • the real-time gap between the buffer table and the buffer seat is completely determined by the real-time stroke of the driven plunger.
  • there is a real-time gap that determines the magnitude of the force applied by the driven oil chamber to the related moving parts from the driven plunger to the valve assembly, which in turn determines the real-time valve stroke, which is a strong Coupled process
  • the hydraulic oil fluctuation state at the beginning of valve opening directly affects the subsequent rapid valve opening period, which in turn affects the valve rapid closing period, and then the valve seat buffer period, and finally affects the hydraulic pressure at the beginning of the next cycle of valve opening.
  • the use of the buffer platform solution still has problems such as rapid valve opening and closing, seat cushioning, and compact structure at high engine speeds.
  • the reason is that the diameter of the driven plunger remains unchanged, that is, the quality of the moving parts remains unchanged.
  • it is necessary to ensure that the buffer table is inserted into the buffer seat early enough to ensure that the driven plunger deceleration time is long enough and the buffer table is inserted into the
  • the annular area of the driven oil chamber behind the buffer seat is large enough to ensure that the pressure of the driven oil chamber is rapidly increased, that is, to ensure that the deceleration of the related moving parts from the valve assembly to the driven plunger is large enough.
  • the hydraulic oil in the active oil chamber can only act on the buffer table for a long period of time during the initial stage of valve opening. This further causes the overall valve opening speed to be slow, which makes it difficult to meet the charging requirements of the engine at high speeds.
  • the buffer table is inserted into the buffer seat too early, that is, the time corresponding to the valve seat buffer period increases, which will result in a short time corresponding to the rapid valve closing period, and the valve fullness coefficient will decrease; on the other hand, the buffer table area ( The area of the driven plunger minus the annular area of the driven oil chamber) is reduced, which further leads to the initial stage of valve opening.
  • the hydraulic oil in the active oil chamber needs to push a buffer with a smaller area.
  • the pressure in the active oil chamber increases, and the hydraulic oil leaking through the active plunger and the plunger sleeve increases.
  • the plunger assembly will be easily damaged, and on the other hand, it will cause the valve to move at different engine speeds.
  • the active plunger area needs to be increased.
  • the purpose of the present invention is to provide a fully variable lifter to solve the above-mentioned problems in the prior art, ensure that the valve seating speed reaches the standard, improve the valve fullness coefficient and the applicable high engine speed range of the valve mechanism.
  • the present invention provides the following solutions:
  • the present invention provides a fully variable tappet, which includes a fixed body, an active plunger, a return spring and a driven plunger.
  • the active plunger and the driven plunger are in sliding engagement with the fixed body, respectively.
  • An active oil cavity and a driven oil cavity are provided in the fixed body, one end of the active plunger is located in the active oil cavity, and one end of the driven plunger is located in the driven oil cavity; the active oil cavity It is separated from the driven oil cavity by a buffer seat fixedly connected to the fixed body, and an end of the driven plunger close to the buffer seat is provided with a buffer table, and the buffer seat is provided with a communication port corresponding to the buffer table.
  • the buffer table can be inserted into the through hole, the active oil cavity communicates with the driven oil cavity through the through hole;
  • the fixed body is provided with a main oil hole through which the active oil cavity passes A number of fixed holes are in communication with the main oil hole, the driven oil cavity is in communication with the main oil hole through a plurality of buffer holes, and the main oil hole is in communication with the accumulator through an oil path, and the oil path is provided
  • the return spring provides spring force to ensure that the mutually contacting parts from the active plunger to the cam always maintain a contact state.
  • a plunger sleeve is fixed in the fixed body, and the active plunger and/or the driven plunger are respectively slidingly fitted with the plunger sleeve.
  • the buffer hole and/or the fixing hole are provided on the plunger sleeve; the buffer seat and the plunger sleeve are integrally formed, and the active oil cavity and/or the driven oil cavity Located in the plunger sleeve; an intermediate oil cavity is also formed between the plunger sleeve and the fixed body, and the main oil hole, the buffer hole and the fixed hole are respectively communicated with the intermediate oil cavity .
  • a plurality of buffer grooves are provided on the side wall surface of the buffer table or the buffer seat.
  • the present invention also provides a fully variable tappet, including a fixed body, an active plunger, a return spring, and a driven plunger.
  • the active plunger and the driven plunger are in sliding engagement with the fixed body, respectively.
  • An active oil cavity and a driven oil cavity are provided in the fixed body, one end of the active plunger is located in the active oil cavity, and one end of the driven plunger is located in the driven oil cavity; the active oil cavity It communicates with the driven oil chamber through a one-way valve hole, and a one-way valve is provided on the one-way valve hole.
  • the fixed body is provided with a general oil hole, the active oil cavity is communicated with the general oil hole through a plurality of fixed holes, and the driven oil cavity is connected to the general oil hole through a plurality of buffer holes
  • the main oil hole communicates with the accumulator through an oil circuit, and the oil circuit is provided with a hydraulic valve; the return spring provides spring force to ensure that the mutual contact parts from the active plunger to the cam always maintain a contact state.
  • a plunger sleeve is fixed in the fixed body, and the active plunger and/or the driven plunger are respectively slidingly fitted with the plunger sleeve.
  • the buffer hole and/or the fixing hole are both provided on the plunger sleeve; the one-way valve hole is provided on the plunger sleeve, and the active oil cavity and/or the slave
  • the movable oil cavity is located in the plunger sleeve; an intermediate oil cavity is also formed between the plunger sleeve and the fixed body, and the main oil hole, the buffer hole and the fixed hole are respectively connected to the The middle oil chamber is connected.
  • the fully variable lifter of the present invention can realize the buffer seating of the driven piston without modifying the engine body and the number of parts is extremely small, and the valve seating speed is less than or equal to 0.3m/s.
  • the fully variable lift cup of the present invention can realize flexible and independent adjustment of valve operating parameters, and improve the fullness coefficient. Under the same engine maximum speed, the fullness coefficient is increased by more than 4%-12%, and the adaptive maximum engine speed range is increased by at least 4%- 9%, a wide range of applications; at the same time, it can be installed and used without changing the engine body.
  • the valve opening speed and valve closing speed are fast enough, and it can also ensure that the force of each component does not exceed the standard under the condition of high engine speed.
  • valve seat time is short enough; the design of the buffer table and the buffer hole can weaken the coupling effect, and the controllability, consistency and repeatability of the valve operation can be optimized to a small extent, and the design of the one-way valve and the buffer hole can eliminate the coupling effect. Significantly optimize the controllability, consistency and repeatability of valve operation.
  • Figure 1 shows the relationship between valve lift and valve operation period
  • Embodiment 1 of a fully variable lifter of the present invention
  • Embodiment 3 is a partial structural diagram of Embodiment 2 of the fully variable lifter of the present invention.
  • Embodiment 3 is a schematic structural diagram of Embodiment 3 of the fully variable lifter of the present invention.
  • Embodiment 4 is a schematic structural diagram of Embodiment 4 of a fully variable lifter of the present invention.
  • Embodiment 5 is a schematic structural diagram of Embodiment 5 of the fully variable lifter of the present invention.
  • Figure 7 is a comparison diagram of valve lift curves of different schemes in the fully variable lifter of the present invention.
  • 1-driven plunger 101-buffer table, 1011-buffer groove, 2-plunger sleeve, 201-buffer hole, 202-buffer base, 203-fixed hole, 3-fixed body, 301-total oil hole , 4-active plunger, 5-return spring, 6-active oil chamber, 7-driven oil chamber, 8-hydraulic valve, 9-accumulator, 10-check valve housing, 11-check valve spring, 12-check valve core, 13-check valve hole.
  • the purpose of the present invention is to provide a fully variable lifter to solve the above-mentioned problems in the prior art, ensure that the valve seating speed reaches the standard, improve the valve fullness coefficient and the applicable high engine speed range of the valve mechanism.
  • the fully variable tappet of this embodiment includes a fixed body, an active plunger 4, a return spring 5, and a driven plunger 1.
  • a plunger sleeve 2 is fixed in the fixed body, and the active plunger 4 and the follower
  • the movable plunger 1 is in sliding fit with the plunger sleeve 2; the plunger sleeve 2 is provided with a driving oil chamber 6 and a driven oil chamber 7.
  • One end of the driving plunger 4 is located in the driving oil chamber 6, and one end of the driven plunger 1 is located In the driven oil chamber 7; the driving oil chamber 6 and the driven oil chamber 7 are separated by a buffer base 202 fixedly connected to the fixed body.
  • the end of the driven plunger 1 close to the buffer base 202 is provided with a buffer table 101, which corresponds to the buffer base 202
  • the buffer platform 101 is provided with a through hole, the buffer platform 101 can be inserted into the through hole, the active oil chamber 6 communicates with the driven oil chamber 7 through the through hole, and the buffer platform 202 and the plunger sleeve 2 are integrally formed.
  • the fixed body is provided with a main oil hole 301, the active oil chamber 6 communicates with the main oil hole 301 through a plurality of fixing holes 203, the driven oil chamber 7 communicates with the main oil hole 301 through a plurality of buffer holes 201, and the buffer hole 201 is connected to the fixed
  • the holes 203 are all provided on the plunger sleeve 2; an intermediate oil cavity is also formed between the plunger sleeve 2 and the fixed body, and the main oil hole 301, the buffer hole 201 and the fixed hole 203 are respectively communicated with the intermediate oil cavity.
  • the main oil hole 301 communicates with the accumulator 9 through an oil path, and a hydraulic valve 8 is provided on the oil path.
  • the return spring 5 provides spring force to ensure that the mutually contacting parts from the active plunger to the cam always remain in contact.
  • the active plunger 4 is inserted in the return spring 5, and one end of the return spring 5 abuts against the active column On the plug 4, the other end abuts on the plunger sleeve 2.
  • the bottom end of the active plunger 4 is in contact with the cam blade, and the cam blade drives the movement of the active plunger 4.
  • the shape and shape of the bottom end of the active plunger 4 can be adjusted in practical applications. The size, etc. are designed for adaptability.
  • the buffer hole 201 is arranged on the side wall of the plunger sleeve 2; when the valve is completely closed, most of the orifice area of the buffer hole 201 is shielded by the driven plunger 1, and its actual opening area is very small, or even zero .
  • the non-zero area can be the area of some buffer holes 201 that are not covered by the driven plunger 1, or it can be some areas that are not shielded by the driven plunger 1 at all.
  • Shielded buffer holes 201 the positions of these buffer holes 201 that will not be shielded at all on the side of the driven oil chamber 7 can be set on the side wall surface of the plunger sleeve 2 or on the end surface; in specific applications, the plunger sleeve 2 It can be a one-piece design or a split structure; the main oil hole 301 and the fixed hole 203 can be combined into the same hole.
  • An intermediate oil cavity may be formed between the plunger sleeve 2 and the fixed body 3, or an intermediate oil cavity may not be provided.
  • the fully variable lift cup of this embodiment adopts the structure of buffer hole 201 plus buffer platform 101, and estimates the area of buffer platform 101 according to the upper limit of the pressure of active oil chamber 6 at the initial stage of valve opening; according to the pressure of driven oil chamber 7 when the valve is seated and buffered Relatively stable and not exceeding the standard, the shortest seating time, the seating speed ⁇ 0.3m/s, and the least number of buffer holes 201 are the optimization goals.
  • the buffering scheme of the buffering table 101 plus the buffering hole 201 can allocate the design of the buffering table 101 to the design of the buffering table 101 and the buffering hole 201, and obtain an ideal buffer equivalent area
  • the solution can improve the problem of rapid valve opening and closing, seat cushioning, and compact structure at high engine speeds, and improve the various indicators of the valve system and the maximum engine speed range that the solution is applicable to.
  • the cam blade When the ascending section of the cam blade acts, the cam blade causes the active plunger 4 to move upward.
  • the driven plunger 1 remains stationary due to the force of the valve spring, that is, the valve remains closed, and the active plunger 4 moves upward, and the hydraulic oil in the active oil chamber 6 Enter the accumulator 9 through the hydraulic valve 8.
  • the hydraulic oil in the active oil chamber 6 first acts mainly on the buffer table 101, pushing the driven plunger 1 to overcome the force of the valve spring to move upwards to open the valve; as the driven plunger 1 moves upwards, The buffer table 101 gradually moves upward, the gap between the buffer table 101 and the buffer seat 202 gradually increases, the insertion amount of the buffer table 101 in the buffer seat 202 gradually decreases, and the actual opening area of the buffer hole 201 gradually increases, and the active oil chamber 6 not only Acting on the buffer platform 101 and gradually passing a certain throttling action, the actual opening part of the buffer hole 201 and the gap between the buffer platform 101 and the buffer seat 202 enter the driven oil chamber 7 and continue to open the valve.
  • the hydraulic oil in the active oil chamber 6 mainly acts on the buffer table 101 in a very short period of time during the initial valve opening period, the pressure in the active oil chamber 6 during this time period is relatively high, and the valve opening period that occupies the crankshaft angle is rapid.
  • the hydraulic oil in the active oil chamber 6 can also enter the driven oil chamber 7 through the actual opening part of the buffer hole 201 and the gap between the buffer platform 101 and the buffer seat 202, which greatly reduces the active oil chamber 6
  • the buffer hole 201 It is gradually shielded, and the gap between the buffer table 101 and the buffer seat 202 is gradually reduced, and the throttling effect when the hydraulic oil in the driven oil chamber 7 flows out increases, which causes the pressure of the driven oil chamber 7 to increase, which It hinders the movement of the driven plunger 1 and the corresponding valve assembly, thereby achieving the purpose of cushioning the valve seat.
  • the valve operation law can be flexibly and continuously variable.
  • the hydraulic valve 8 is opened in advance at the initial stage of the cam blade rising, and the first opening of the valve is realized by controlling the first closing timing of the hydraulic valve 8.
  • the timing is flexible and adjustable.
  • the valve closing timing is flexibly adjusted by controlling the hydraulic valve 8 to open again.
  • the corresponding valve closing timing is determined by the first closing timing of the hydraulic valve 8 and the opening timing of the hydraulic valve 8 again.
  • the shape line and the engine speed are determined; by controlling the closing timing of the hydraulic valve 8 again, the flexible adjustment of the second valve opening timing is realized; and so on, the valve can be opened multiple times flexibly and variably.
  • the corresponding valve closing timing is determined by the closing timing of the last hydraulic valve 8 when the cam blade is acting on the rising section, the cam profile and the engine speed;
  • the opening timing of the hydraulic valve 8 in the descending section realizes the flexible adjustment of the valve closing timing.
  • the corresponding valve closing timing is determined by the closing timing of the last hydraulic valve 8 when the cam blade is acting on the rising section.
  • the opening timing, cam profile and engine speed are determined by the action of the blade descending section.
  • the fully variable lifter of this embodiment realizes an ideal curve of the equivalent cushioning area with valve lift. Therefore, the crank angle occupied by the initial valve opening and the seating cushion period is shortened and the cushion stroke is also reduced, which increases the valve
  • the fast opening period and the fast closing period also increase the fullness factor. Under the same engine maximum speed, the fullness factor is increased by 2% to 5%; the pressure in the active oil chamber 6 is reduced and the pressure in the driven oil chamber 7 is reduced at the beginning of valve opening. Increase, the pressure of the driven oil chamber 7 is reduced during the seat buffer period; the maximum speed range of the adapted engine is increased, which is increased by 4%-9%.
  • the structure, working process and control method of the fully variable lifter in this embodiment are the same as the fully variable lifter provided in the first embodiment.
  • a buffer groove 1011 is also provided on the side wall of the middle buffer table 101, and the buffer groove 1011 may also be provided on the side wall of the buffer seat 202 in practical applications.
  • the addition of buffer groove 1011 can further shorten the crank angle and buffer stroke at the beginning of valve opening, increase the crank angle occupied by the valve rapid opening period and the valve rapid closing period, thereby increasing the fullness coefficient 1-3%; the pressure in the active oil chamber 6 is reduced and the pressure in the driven oil chamber 7 is increased at the initial stage of valve opening, and the pressure in the driven oil chamber 7 is reduced during the seat buffer period; the maximum speed range of the adapted engine is increased , An increase of 2-6%.
  • the structure, working process and control method of the fully variable lifter in this embodiment are the same as the fully variable lifter provided in the first embodiment.
  • the difference lies in: the fully variable lifter of this embodiment
  • One end of the active plunger 4 close to the buffer base 202 is provided with a cavity corresponding to the return spring 5, and the return spring 5 is inserted into the cavity. superior.
  • the return spring 5 can also be set to two, namely the first return spring and the second return spring.
  • the active plunger 4 is inserted in the first return spring, and one end of the first return spring abuts on the active plunger 4. The other end abuts against the plunger sleeve 2; the end of the active plunger 4 close to the buffer base 202 is provided with a cavity corresponding to the second return spring, the second return spring is inserted in the cavity, and one end of the second return spring abuts against the buffer base 202 and the other end abuts on the active plunger 4.
  • the structure and control method of the fully variable lifter in this embodiment are the same as the fully variable lifter provided in the first embodiment.
  • the one-way valve includes a one-way valve housing 10, a one-way valve spring 11 and a one-way valve spool 12; Yes, on the basis of ensuring that hydraulic oil can only flow in one direction from the active oil chamber 6 to the driven oil chamber 7, the one-way valve can be arranged in the active oil chamber 6 or in the one-way valve hole 13 ;
  • the opening and closing of the one-way valve requires a process, although this process may take a short time, but at a certain moment when the one-way valve is not completely closed, there is a trace of hydraulic oil from the driven oil chamber 7
  • the phenomenon of flowing into the driving oil chamber 6 is negligible relative to the volume of hydraulic oil flowing from the driving oil chamber 6 to the driven oil chamber 7.
  • the fully variable lift cup of this embodiment adopts the structure of buffer hole 201 plus one-way valve.
  • the one-way valve ensures that the hydraulic oil flow area from the active oil chamber 6 into the driven oil chamber 7 is not restricted when the valve is initially opened, that is, to ensure The valve opening speed is fast enough; when the valve is closed, the one-way valve is closed.
  • the actual opening area of the buffer hole 201 is continuously changed, and the number of buffer holes 201, the size of each hole and the The position is realized: the actual opening area of the buffer hole 201 during the rapid valve closing period is large enough to ensure that the valve closing speed is fast enough; the actual opening area of the buffer hole 201 during the valve seat buffer period is relatively stable according to the pressure of the driven oil chamber 7 And not exceeding the standard, the shortest sitting time, the sitting speed ⁇ 0.3m/s, and the least number of buffer holes 201 are obtained for the optimization goal, thereby ensuring the many requirements of the engine valve train design.
  • the design of the check valve is based on the indicators at the initial stage of valve opening, and the design of the buffer hole 201 is based on the indicators of the rapid valve closing period and the seating buffer period.
  • the two are relatively independent.
  • the CVVL mechanism is applied to higher-speed engines.
  • the cam blade When the ascending section of the cam blade acts, the cam blade causes the active plunger 4 to move upward.
  • the driven plunger 1 remains stationary due to the force of the valve spring, that is, the valve remains closed, and the active plunger 4 moves upward, and the hydraulic oil in the active oil chamber 6 Enter the accumulator 9 through the hydraulic valve 8.
  • the hydraulic valve 8 When the hydraulic valve 8 is closed, the hydraulic oil in the active oil chamber 6 first enters the driven oil chamber 7 through the one-way valve hole 13 and the one-way valve, and pushes the driven plunger 1 to overcome the force of the valve spring to move upwards and open the valve, which is more cushioned Table 101 or buffer table 101 plus buffer hole 201.
  • the pressure difference between the active oil chamber 6 and the driven oil chamber 7 is very small, that is, the pressure difference caused by the one-way valve, and the entire area of the driven plunger 1 Therefore, the valve opening speed is extremely fast, its fullness coefficient is high, and the pressure of the driven oil chamber 7 is high, there is no cavitation phenomenon, and finally, there is no coupling effect caused by the buffer hole 201 at the initial stage of valve opening, which can affect the operation of the valve. Controllability, consistency and repeatability are extremely advantageous; as the driven plunger 1 moves upward, the actual opening area of the buffer hole 201 gradually increases, and the active oil chamber 6 enters the driven oil chamber through the one-way valve and the buffer hole 201 7. Continue to open the valve.
  • this embodiment Compared with the buffering scheme of a buffering table or a buffering table with a buffer hole, this embodiment The entire area of the bottom surface of the middle driven plunger 1 plays a role. Therefore, on the one hand, the crank angle occupied by the valve seat buffer period is shortened, and on the other hand, the pressure of the driven oil chamber 7 is reduced, which further improves the fullness coefficient.
  • the hydraulic oil in the active oil chamber 6 of the fully variable lifter of this embodiment acts on the entire area of the driven plunger 1 through the one-way valve at the initial stage of valve opening, and the valve opening speed is extremely fast, which greatly improves the fullness coefficient, especially
  • the larger valve lift at the beginning of valve opening is extremely beneficial to the engine charging efficiency, and the pressure of the active oil chamber 6 is greatly reduced, and the pressure of the driven oil chamber 7 is greatly increased, and there is no cavitation phenomenon in the driven oil chamber 7 at all. ;
  • hydraulic oil acts on the entire area of the driven oil chamber 7, which greatly reduces the pressure of the driven oil chamber 7.
  • the buffer table has a buffer hole.
  • the design can optimize the controllability, consistency and repeatability of the valve operation in a small margin.
  • the design of the one-way valve and the buffer hole can greatly optimize the controllability, consistency and repeatability of the valve operation; at the same maximum engine speed , The fullness factor is increased by more than 4%-12%; the maximum speed range of the adapted engine is greatly increased, increasing by more than 20%-35%.
  • the structure, working process and control method of the fully variable lifter in this embodiment are the same as the fully variable lifter provided in the third embodiment.
  • the difference lies in: the fully variable lifter of this embodiment
  • One end of the active plunger 4 close to the buffer base 202 is provided with a cavity corresponding to the return spring 5, and the return spring 5 is inserted in the cavity. 4 on.
  • Figure 7 shows the comparison of valve lift curves under different schemes.
  • L is the valve lift
  • S1 is the valve lift curve of the scheme with a one-way valve and a buffer hole
  • S2 is the valve lift curve with a buffer table and a buffer hole.
  • S3 is the valve lift curve of the scheme using only the buffer table; as can be seen from Fig. 6, compared with the scheme using only the buffer table, the initial valve opening of the scheme with the buffer table and the buffer hole accounts for the crankshaft angle It shortens and reduces the cushion stroke, which increases the valve rapid opening period and rapid closing period, and at the same time improves the fullness coefficient.
  • crank angle occupied by the valve seat buffer period is further shortened and the buffer stroke is further reduced.
  • the rapid opening period and the rapid valve closing period accounted for a substantial increase in crank angle and an increase in valve speed, which all lead to a significant increase in the fullness factor.
  • a larger valve lift in the early stage of valve opening is extremely beneficial to the engine's charging efficiency.
  • further studies have shown that: at the same maximum engine speed, the fullness factor is increased by more than 4%-12%; at the beginning of the valve opening, the pressure in the active oil chamber 6 is greatly reduced, and the pressure in the driven oil chamber 7 is greatly increased.
  • the cushioning effect during the valve seat buffer period is only determined by the real-time area of the buffer hole 201, and the driven oil
  • the hydraulic oil in the cavity 7 still acts on the entire area of the driven plunger 1. This not only solves the problems of slow valve operating speed changes and severe pressure fluctuations in the oil cavity caused by the limited area of hydraulic oil, but also eliminates the initial stage of opening.
  • the coupling effect of the sitting buffer period weakens the self-coupling effect of the sitting buffer period.
  • the fully variable valve lifter replaces the original valve lifter without the need to modify the engine body, and the initial cost is close to zero; the number of parts for the valve train is very small, and the processing cost is low. It is extremely beneficial for product promotion and application; by controlling the opening and closing state of the hydraulic valve 8, variable valve events such as delayed opening, early closing, and multiple opening of the valve can be realized; through the flexible adjustment of valve operating parameters and the improvement of fullness coefficient, especially The one-way valve plus buffer hole 201 program not only improves the fullness coefficient, but also improves the valve lift at the beginning of valve opening, and finally achieves at least 2%-4% improvement in fuel economy, and in-cylinder emissions 10%-30%.
  • the above reduction, and optimized management of exhaust temperature realizes that the exhaust temperature can be controlled within the working window temperature range of the aftertreatment catalyst under different engine working conditions, which effectively improves the working efficiency of the aftertreatment catalyst , Especially in warm-up and low-load conditions, engine emissions meet the latest emission regulations.

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Abstract

一种全可变挺杯，包括固定体（3）、主动柱塞（4）、复位弹簧（5）和从动柱塞（1），主动柱塞（4）和从动柱塞（1）分别与固定体（3）滑动配合，固定体（3）中设置有主动油腔（6）和从动油腔（7），主动柱塞（4）一端位于主动油腔（6）中，从动柱塞（1）一端位于从动油腔（7）中；主动油腔（6）与从动油腔（7）相通，固定体（3）上设置有总油孔（301），主动油腔（6）通过若干个固定孔（203）与总油孔（301）连通，从动油腔（7）通过若干个缓冲孔（201）与总油孔（301）连通，总油孔（301）通过油路与储能器（9）连通，油路上设置有液压阀（8），复位弹簧（5）提供弹簧力保证从主动柱塞（4）到凸轮之间各相互接触部件始终保持接触状态。在实际使用中，全可变挺杯可在不改动发动机本体、零部件数量极少、气门落座速度达标的前提下，提高气门丰满系数和配气机构可适用的发动机高转速范围。

Description

一种全可变挺杯 技术领域
本发明涉及发动机配气机构技术领域，特别是涉及一种全可变挺杯。
背景技术
发动机配气机构采用凸轮直接或者通过气门传动组驱动气门组件。凸轮轴位置不同，气门传动组的具体结构不同，例如采用底置凸轮轴时，气门传动组包括挺杯、推杆、摇臂等；凸轮轴位置上移时，气门传动组包括挺杯、摇臂等；凸轮轴位置继续上移，成为顶置凸轮轴时，气门传动组包括摇臂，或无气门传动组，即凸轮直接驱动气门组件。对于一个凸轮同时驱动多个气门组件时，一般采用分支摇臂或摇臂加气门桥的结构。
随着发动机节能减排法规的日益加严，可变气门机构因其可以改变气门运行参数实现大幅度提升发动机燃油经济性和排放性，成为研究热点。较压燃式发动机(如柴油机)而言，由于可变气门机构可以大幅度降低点燃式发动机(如汽油机)的泵气损失，提高其燃油经济性，因此，目前，绝大多数的可变气门机构是针对小型点燃式发动机(如采用汽油机的乘用车)设计开发的。其结构为顶置凸轮轴式，具有运动件质量轻、运动件惯性力小的特点。二冲程低速船用发动机由于其体积庞大，转速极低(300r/min以下)以及油耗指标对其至关重要等原因，采用无凸轮电液气门驱动机构，这类机构可实现完全灵活可变的气门运行事件，其响应速度慢、需要很大的安装空间等问题导致其应用范围小，只与二冲程低速船用发动机相契合，难以用于更高转速的发动机。
随着欧六、国六、IMO Tier III、碳排放等法规的实施以及为了应对未来更加严格的油耗和排放法规，针对中高速的中大型发动机，如船舶、机车、货车、工程机械等发动机的可变气门机构研发成为新的热点。这类发动机具有体积庞大、结构复杂、转速较高、配气机构运动件质量重、运动件惯性力大等特点。这要求可变气门机构要同时满足以下要求：
1)能够在不改变发动机本体的基础上完成安装使用；发动机本体包括但不限于包含冷却水套的机体、包含冷却水套和进排气道的缸盖、曲轴 至凸轮轴的传动机构(主要由凸轮轴位置决定)等。如果新设计的可变气门机构与发动机本体干涉或要求改变凸轮轴位置，即要求改变发动机本体，这动辄数千万元甚至更多，可变气门机构应用的初始成本过高将降低用户接受度，严重影响该机构的产业化前景。
2)同时满足配气机构诸多设计要求。主要包括：a)至少包括气门开启正时和关闭正时等气门运行参数的连续灵活独立可调；b)气门开启速度和气门关闭速度足够快(发动机转速越高，气门启闭速度越快，最高可达4-5m/s甚至更高)，气门丰满系数足够大(按气门零升程计算时，一般取≥0.5)，以保证发动机足够高的充气效率，最终保证发动机的动力性、燃油经济性和排放性指标；c)在发动机最高转速的1.15-1.3倍和气门各类可变运行情况下，各零部件受力不超标、气门落座时间足够短、气门落座速度≤0.3m/s等。气门落座时间由发动机最高转速和所允许的落座持续期决定，例如，发动机最高转速分别为1000r/min、1500r/min、2000r/min、2500r/min、3000r/min、3500r/min时，按最高转速的1.2倍并且在20℃A内完成落座缓冲，则缓冲时间为＜2.78ms、＜1.85ms、＜1.39ms、＜1.11ms、＜0.93ms、＜0.79ms。由于发动机转速越高，气门启闭速度越快，所要求的气门落座时间越短，最终实现的气门落座速度基本一致，因此，随着发动机转速的提高，需要气门减速度大幅度提高，即需要配气机构提供的落座缓冲力大幅度提高，这对配气机构可靠性提出了极高的要求；e)不同发动机转速、环境条件和控制参数下，气门运行一致性和可重复性好；d)零部件数量精简、加工成本低。如图1所示，其中L代表气门升程，T1代表气门开启初期，在气门开启初期，要求所占用的曲轴转角短、快速开启；T2代表气门快速开启期，在气门快速开启期要求气门快速开启，气门最大升程满足要求、气门丰满系数足够大等；T3代表气门快速关闭期，在气门快速关闭期要求气门快速关闭，气门最大升程满足要求、气门丰满系数足够大等；T4代表落座缓冲期，落座缓冲期要求所占用的曲轴转角短，且落座速度≤0.3m/s。
传统配气机构的气门传动组的传动特性不可变，其运行一致性和可重复性好，另外，它依靠凸轮型线设计来满足上述气门启闭速度、丰满系数、气门落座时间、气门落座速度、零部件可靠性等指标要求。
目前，针对中大型发动机的可变气门机构大多采用将传统配气机构中不可变的气门传动组取消，重新设计出新型可变气门传动组的方式来实现气门运行参数的灵活可变，主要包括：
1)机械式CVVL机构：其优点是可靠性好、气门运行参数的一致性和可重复性好等。其有待完善的问题：a)气门可变灵活程度越高，对发动机本体改动的需求越高，初始成本越高。b)气门可变灵活程度越高，可变气门机构本身也会越复杂，加工成本越高。c)要实现不同气门运行参数，需要气门传动组处于不同的被控状态，这将导致在实现例如气门提前关闭等气门运行事件时，气门落座缓冲期所对应的凸轮叶片位置没有到达凸轮型线上的落座缓冲期，即凸轮型线上的落座缓冲期无法对气门落座缓冲起作用，因此，气门落座缓冲速度的控制是所有可变气门机构待解决的难题，尤其是对于机械式CVVL机构。
2)电液式CVVL机构：如发明人于2019年提出了一种多模式全可变机构中的全可变支点是新型一体式的电液式CVVL机构，其优点是气门可变灵活程度高；液压各部件之间柔性连接，降低了对发动机本体改动的需求，甚至可做到不改变发动机本体；其零部件数量少，降低其加工装配的成本。其有待完善的问题：a)对于电液式CVVL机构，同样存在气门提前关闭时，凸轮型线上的落座缓冲期无法对气门落座缓冲起作用，需解决如何同时满足前文所述的配气机构设计诸多要求的问题。该申请中的全可变支点采用缓冲台的缓冲方案，其落座缓冲等效面积随气门升程的变化曲线受到其结构的限制，难以获得最佳缓冲面积曲线，在满足发动机高速下的气门快速启闭、落座缓冲以及结构紧凑等之间存在顾此失彼的问题，这限制了该机构在高速发动机上的应用，因此需要进一步研究和改进。b)液压波动特性、加工装配差异、每循环初始状态差异等均导致电液式CVVL机构的气门运行一致性和可重复性较机械式CVVL机构差，需解决如何提高气门运行一致性和可重复性的问题。申请号为201910237039.8的专利公开了一种多模式全可变机构，采用缓冲台的缓冲方案，缓冲台与缓冲台座间的实时间隙完全由从动柱塞的实时行程决定，在气门开启初期和气门落座缓冲期内，均存在实时间隙决定了从动油腔对从动柱塞至气门组件的相关运动件施加的作用力的大小，该作用力反过来又决定了气门实 时行程，这是一个强耦合过程，并且气门开启初期的液压油波动状态直接影响到后续的气门快速开启期，进而影响到气门快速关闭期，进而影响到气门落座缓冲期，最后又会影响下一个循环气门开启初期的液压油波动状态，这又是一个强耦合过程。液压波动等因素通过上述耦合过程后，导致了气门运行情况存在极大的不确定性，这对电液式CVVL机构的气门运行参数的精确控制、运行一致性和可重复性的提升较为不利，因此需要进一步研究改进。
且采用缓冲台方案在发动机高速下仍存在气门快速启闭、落座缓冲以及结构紧凑等方面顾此失彼的问题，其原因在于：在从动柱塞直径不变，即运动件质量不变的情况下，为了满足发动机高转速下气门落座时间足够短、气门落座速度≤0.3m/s的要求，需要保证缓冲台插入到缓冲台座的时刻足够早来保证从动柱塞减速时间足够长，并且缓冲台插入到缓冲台座后的从动油腔环形面积足够大来保证快速增加从动油腔的压力，即保证对气门组件至从动柱塞的相关运动件的减速度足够大。这一方面导致了气门开启初期有很长一段时间内，主动油腔的液压油只能作用在缓冲台上，进一步导致了气门整体开启速度慢，难以满足发动机高转速下的充气要求，同样，由于缓冲台插入到缓冲台座的时刻过早，即气门落座缓冲期对应的时间增加，这将导致气门快速关闭期对应的时间很短，气门丰满系数将降低；另一方面导致了缓冲台面积(从动柱塞面积减去从动油腔环形面积)的降低，进一步导致了气门开启初期，由于主动柱塞向上运动的速度不变，主动油腔内的液压油需要推动具有较小面积的缓冲台来开启气门，因此，主动油腔压力增大，通过主动柱塞与柱塞套泄露的液压油增加，一方面将导致柱塞偶件容易损坏，另一方面将导致不同发动机转速下气门运动不一致性增加。如果采用增加从动柱塞面积来增加缓冲台面积直径以降低主动油腔压力时，由于从动柱塞面积增加，为了保证凸轮最大升程和气门最大升程不变则需要增加主动柱塞面积，后者将导致主动柱塞弹簧尺寸的增加，最终导致运动件质量大幅度增加，那么，气门运行过程中所需的驱动力和阻力均增加，为保证气门开启时主动油腔压力不超标，需要进一步增加缓冲台面积直径；为保证从动油腔压力、落座缓冲时间以及最终的落座速度均不超标，环形面积也需要大幅度增大。显然，增加从动柱塞面积的方案 难以同时满足配气机构设计的诸多要求。此外，考虑到发动机安装空间，上述方法也是不可行的。故缓冲台的缓冲方案只适合发动机转速较低的发动机。
发明内容
本发明的目的是提供一种全可变挺杯，以解决上述现有技术存在的问题，保证气门落座速度达标、提高气门丰满系数和配气机构可适用的发动机高转速范围。
为实现上述目的，本发明提供了如下方案：
本发明提供了一种全可变挺杯，包括固定体、主动柱塞、复位弹簧和从动柱塞，所述主动柱塞和所述从动柱塞分别与所述固定体滑动配合，所述固定体中设置有主动油腔和从动油腔，所述主动柱塞一端位于所述主动油腔中，所述从动柱塞一端位于所述从动油腔中；所述主动油腔和所述从动油腔通过与所述固定体固连的缓冲台座相隔，所述从动柱塞靠近所述缓冲台座的一端设置有缓冲台，所述缓冲台座对应所述缓冲台设置有通孔，所述缓冲台能够插入所述通孔中，所述主动油腔通过所述通孔与所述从动油腔相通；所述固定体上设置有总油孔，所述主动油腔通过若干个固定孔与所述总油孔连通，所述从动油腔通过若干个缓冲孔与所述总油孔连通，所述总油孔通过油路与储能器连通，所述油路上设置有液压阀；所述复位弹簧提供弹簧力保证从主动柱塞到凸轮之间各相互接触部件始终保持接触状态。
优选的，所述固定体中还固设有柱塞套，所述主动柱塞和/或所述从动柱塞分别与所述柱塞套滑动配合。
优选的，所述缓冲孔和/或所述固定孔设置在所述柱塞套上；所述缓冲台座与所述柱塞套一体成型，所述主动油腔和/或所述从动油腔位于所述柱塞套中；所述柱塞套与所述固定体之间还形成有中间油腔，所述总油孔、所述缓冲孔和所述固定孔分别与所述中间油腔连通。
优选的，在所述缓冲台或所述缓冲台座的侧壁面上设置有若干个缓冲槽。
本发明还提供一种全可变挺杯，包括固定体、主动柱塞、复位弹簧和从动柱塞，所述主动柱塞和所述从动柱塞分别与所述固定体滑动配合，所 述固定体中设置有主动油腔和从动油腔，所述主动柱塞一端位于所述主动油腔中，所述从动柱塞一端位于所述从动油腔中；所述主动油腔通过单向阀孔与所述从动油腔相通，所述单向阀孔上设置有单向阀，所述单向阀使得液压油只能从所述主动油腔向所述从动油腔单向流动；所述固定体上设置有总油孔，所述主动油腔通过若干个固定孔与所述总油孔连通，所述从动油腔通过若干个缓冲孔与所述总油孔连通，所述总油孔通过油路与储能器连通，所述油路上设置有液压阀；所述复位弹簧提供弹簧力保证从主动柱塞到凸轮之间各相互接触部件始终保持接触状态。
优选的，所述固定体中还固设有柱塞套，所述主动柱塞和/或所述从动柱塞分别与所述柱塞套滑动配合。
优选的，所述缓冲孔和/或所述固定孔均设置在所述柱塞套上；所述单向阀孔设置在所述柱塞套上，所述主动油腔和/或所述从动油腔均位于所述柱塞套中；所述柱塞套与所述固定体之间还形成有中间油腔，所述总油孔、所述缓冲孔和所述固定孔分别与所述中间油腔连通。
本发明全可变挺杯相对于现有技术取得了以下技术效果：
本发明全可变挺杯能够在不对发动机本体进行改动、零部件数量极少的前提下，实现从动活塞的缓冲落座，气门落座速度≤0.3m/s。本发明全可变挺杯能够实现气门运行参数灵活独立可调，提高了丰满系数，相同发动机最高转速下，丰满系数提高4％-12％以上，适应的发动机最高转速范围提高了至少4％-9％，适用范围广；同时能够在不改变发动机本体的基础上就完成安装使用，气门开启速度和气门关闭速度足够快，也能够保证在发动机高转速的情况下各零部件受力不超标、气门落座时间足够短等；缓冲台加缓冲孔的设计能减弱耦合作用，小幅度优化气门运行的可控性、一致性和可重复性，而单向阀加缓冲孔的设计能消除耦合作用，大幅度优化气门运行的可控性、一致性和可重复性。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为气门升程随气门运行期的变化关系图；
图2为本发明全可变挺杯实施例一的结构示意图；
图3为本发明全可变挺杯实施例二的部分结构示意图；
图4为本发明全可变挺杯实施例三的结构示意图；
图5为本发明全可变挺杯实施例四的结构示意图；
图6为本发明全可变挺杯实施例五的结构示意图；
图7为本发明全可变挺杯中不同方案气门升程曲线的对比图；
其中：1-从动柱塞，101-缓冲台，1011-缓冲槽，2-柱塞套，201-缓冲孔，202-缓冲台座，203-固定孔，3-固定体，301-总油孔，4-主动柱塞，5-复位弹簧，6-主动油腔，7-从动油腔，8-液压阀，9-储能器，10-单向阀外壳，11-单向阀弹簧，12-单向阀阀芯，13-单向阀孔。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有付出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明的目的是提供一种全可变挺杯，以解决上述现有技术存在的问题，保证气门落座速度达标、提高气门丰满系数和配气机构可适用的发动机高转速范围。
为使本发明的上述目的、特征和优点能够更加明显易懂，下面结合附图和具体实施方式对本发明作进一步详细的说明。
实施例一
如图2所示：本实施例全可变挺杯包括固定体、主动柱塞4、复位弹簧5和从动柱塞1，固定体中固设有柱塞套2，主动柱塞4和从动柱塞1分别与柱塞套2滑动配合；柱塞套2中设置有主动油腔6和从动油腔7，主动柱塞4一端位于主动油腔6中，从动柱塞1一端位于从动油腔7中；主动油腔6和从动油腔7通过与固定体固连的缓冲台座202相隔，从动柱塞1靠近缓冲台座202的一端设置有缓冲台101，缓冲台座202对应缓冲台101设置有通孔，缓冲台101能够插入通孔中，主动油腔6通过通孔与 从动油腔7相通，缓冲台座202与柱塞套2一体成型。
固定体上设置有总油孔301，主动油腔6通过若干个固定孔203与总油孔301连通，从动油腔7通过若干个缓冲孔201与总油孔301连通，缓冲孔201和固定孔203均设置在柱塞套2上；柱塞套2与固定体之间还形成有中间油腔，总油孔301、缓冲孔201和固定孔203分别与中间油腔连通。总油孔301通过油路与储能器9连通，油路上设置有液压阀8。
复位弹簧5提供弹簧力保证从主动柱塞到凸轮之间各相互接触部件始终保持接触状态，在本实施例中，主动柱塞4插设在复位弹簧5中，复位弹簧5一端抵在主动柱塞4上，另一端抵在柱塞套2上。主动柱塞4的底端与凸轮叶片接触，凸轮叶片驱动主动柱塞4的运动，为了方便主动柱塞4的底端与凸轮叶片，在实际应用中可以对主动柱塞4的底端的形状和大小等进行适应性的设计。
需要说明的是：缓冲孔201设置在柱塞套2侧壁面上；当气门完全关闭时，缓冲孔201大部分的孔道面积被从动柱塞1遮蔽，其实际开启面积非常小，甚至为零。当气门完全关闭时，缓冲孔201实际开启面积不为零时，不为零的这部分面积可以是某些缓冲孔201未被从动柱塞1遮蔽的面积，也可以是某些完全不会被遮蔽的缓冲孔201，这些完全不会被遮蔽的缓冲孔201在从动油腔7一侧的位置可以设置在柱塞套2侧壁面上或在端面上；在具体应用时，柱塞套2可以是一体式设计，也可以是分体式结构；总油孔301和固定孔203可以合并为同一个孔。柱塞套2和固定体3之间可以形成中间油腔，也可以不设置中间油腔。
本实施例全可变挺杯采用缓冲孔201加缓冲台101的结构，根据气门开启初期时主动油腔6压力上限，预估缓冲台101面积；根据气门落座缓冲时的从动油腔7压力较为稳定并且不超标、落座时间最短、落座速度≤0.3m/s、缓冲孔201数量最少为优化目标，预估环形面积以及缓冲孔201变化曲线及缓冲台101与缓冲台座202之间的间隙变化曲线；根据上述已知结果以及气门关闭速度，预估气门快速开启期及气门快速关闭期的缓冲孔201变化曲线及缓冲台101与缓冲台座202之间的间隙变化曲线，最终确定缓冲台101和缓冲台座202的形状以及缓冲孔201的数量，各孔的尺寸和位置。相对只采取缓冲台101的缓冲方案而言，缓冲台101加缓冲孔 201的缓冲方案，可将缓冲台101设计分摊到缓冲台101和缓冲孔201的设计上，可获得理想的缓冲等效面积随气门升程的变化曲线，从而改善该方案在发动机高速下存在气门快速启闭、落座缓冲以及结构紧凑等方面顾此失彼的问题，提高配气系统各项指标以及该方案适用的发动机最高速度范围。
本实施例全可变挺杯的工作过程如下：
在凸轮叶片上升段作用时，凸轮叶片导致主动柱塞4向上运动。当气门处于关闭状态并且液压阀8开启时，由于气门弹簧力的作用，从动柱塞1保持不动，即气门保持关闭状态，而主动柱塞4向上运动，主动油腔6内的液压油通过液压阀8进入储能器9内。当液压阀8关闭时，主动油腔6的液压油先主要作用在缓冲台101上，推动从动柱塞1克服气门弹簧力向上运动，开启气门；随着从动柱塞1的向上运动，缓冲台101逐渐上行，缓冲台101与缓冲台座202之间的间隙逐渐增加，缓冲台101在缓冲台座202内的插入量逐渐减少，并且缓冲孔201的实际开启面积逐渐增加，主动油腔6不仅作用在缓冲台101上，还逐渐通过一定节流作用后，从缓冲孔201的实际开启部分以及缓冲台101与缓冲台座202之间的间隙进入到从动油腔7内，继续开启气门。由于除了气门开启初期非常短的时间内，主动油腔6的液压油先主要作用在缓冲台101上，导致该时间段内的主动油腔6压力较大外，占有曲轴转角的气门快速开启期内，主动油腔6内的液压油还可通过缓冲孔201的实际开启部分以及缓冲台101与缓冲台座202之间的间隙进入到从动油腔7内，这极大地降低了主动油腔6压力并且提高了气门开启速度，即使是在缓冲台101在缓冲台座202插入量仍然较大时，即相对于缓冲台101的缓冲方案，本方案可以更早地进入气门快速开启期，这对增加丰满系数极为有利。
在凸轮叶片上升段作用时，当气门处于开启状态并且液压阀8再次开启时，在气门弹簧力的作用下，从动油腔7内的液压油通过缓冲孔201的实际开启部分以及缓冲台101与缓冲台座202之间的间隙流出，与主动油腔6内的液压油一起通过液压阀8进入储能器9内。在气门较大升程时，液压油从从动油腔7流出时的流通面积较大，气门关闭速度较大，随着从动柱塞1的下行，在进入落座缓冲期后，缓冲孔201逐渐被遮蔽，并且缓 冲台101与缓冲台座202之间的间隙也逐渐降低，从动油腔7内的液压油流出时的节流作用增大，这导致了从动油腔7压力增加，这对从动柱塞1及相应的气门组件的运动起到阻碍作用，从而实现了气门落座缓冲的目的。
在凸轮叶片下降段作用时，主动柱塞4弹簧导致主动柱塞4向下运动。当液压阀8关闭时，主动柱塞4向下运动，导致主动油腔6压力降低，在气门弹簧力的作用下，从动油腔7内的液压油进入主动油腔6，气门逐渐关闭。当液压阀8开启时，在气门弹簧力的作用下，从动油腔7内的液压油流出，气门逐渐关闭，由于从动油腔7、主动油腔6以及储能器9相连通，较液压阀8关闭时而言，气门关闭速度更快，导致气门关闭正时提前。实现落座缓冲的过程与之前的相似，不再重复。
本实施例全可变挺杯的控制方法如下：
通过控制液压阀8启闭正时可实现气门运行规律的灵活连续可变，例如，在凸轮叶片上升初期，提前打开液压阀8，通过控制液压阀8首次关闭正时实现了气门第一次开启正时的灵活可调。在凸轮叶片上升阶段，通过控制液压阀8再次开启正时实现了气门关闭正时的灵活可调，对应的气门关闭正时由液压阀8首次关闭正时、液压阀8再次开启正时、凸轮型线以及发动机转速决定；通过控制液压阀8再次关闭正时实现了气门第二次开启正时的灵活可调；以此类推，可实现气门多次灵活可变的开启。当进入凸轮叶片下降段时，当液压阀8保持关闭时，对应的气门关闭正时由在凸轮叶片上升段作用时的最后一次液压阀8关闭正时、凸轮型线以及发动机转速决定；通过控制液压阀8在下降段的开启正时实现了气门关闭正时的灵活可调，对应的气门关闭正时由在凸轮叶片上升段作用时的最后一次液压阀8关闭正时、液压阀8在凸轮叶片下降段作用时的开启正时、凸轮型线以及发动机转速决定。
本实施例全可变挺杯实现了理想的缓冲等效面积随气门升程的变化曲线，因此，气门开启初期和落座缓冲期所占曲轴转角缩短并且缓冲行程也有所减小，这增加了气门快速开启期和快速关闭期，同时提高了丰满系数，相同发动机最高转速下，丰满系数提高2％-5％；在气门开启初期主动油腔6压力有所降低而从动油腔7压力有所提升，落座缓冲期从动油腔 7压力有所降低；适应的发动机最高转速范围有所提高，提高了4％-9％。
实施例二
如图3所示，本实施例全可变挺杯的结构、工作过程和控制方法等与实施例一所提供的全可变挺杯相同，不同之处在于：本实施例全可变挺杯中缓冲台101的侧壁上还设置有缓冲槽1011，在实际应用时缓冲槽1011也可以设置在缓冲台座202的侧壁上。通过调整缓冲台101与缓冲台座202之间的间隙变化曲线、缓冲孔的实际开启面积变化曲线以及缓冲槽1011的尺寸，可以进一步提高配气机构各项性能。较无缓冲槽1011的缓冲台加缓冲台座方案，增设缓冲槽1011可以进一步缩短气门开启初期所占曲轴转角和缓冲行程，增加气门快速开启期和气门快速关闭期所占曲轴转角，进而提高丰满系数1-3％；在气门开启初期主动油腔6压力有所降低而从动油腔7压力有所提升，落座缓冲期从动油腔7压力有所降低；适应的发动机最高转速范围有所提高，提高了2-6％。
实施例三
如图4所示，本实施例全可变挺杯的结构、工作过程和控制方法等与实施例一所提供的全可变挺杯相同，不同之处在于：本实施例全可变挺杯中主动柱塞4靠近缓冲台座202的一端对应复位弹簧5设置有空腔，复位弹簧5插设在该空腔中，复位弹簧5一端抵在缓冲台座202上、另一端抵在主动柱塞4上。
另外，复位弹簧5也可以设置为两个，分别为第一复位弹簧和第二复位弹簧，主动柱塞4插设在第一复位弹簧中，第一复位弹簧一端抵在主动柱塞4上，另一端抵在柱塞套2上；主动柱塞4靠近缓冲台座202的一端对应第二复位弹簧设置有空腔，第二复位弹簧插设在空腔中，第二复位弹簧一端抵在缓冲台座202上、另一端抵在主动柱塞4上。
实施例四
如图5所示，本实施例全可变挺杯的结构和控制方法等与实施例一所提供的全可变挺杯相同，不同之处在于：本实施例全可变挺杯中采用单向阀加缓冲孔201的设计方案，而没有设置缓冲台101和缓冲台座202，具体为主动油腔6通过单向阀孔13与从动油腔7相通，单向阀孔13设置在柱塞套2上，从动油腔7中设置有用于控制单向阀孔13的单向阀，单向 阀包括单向阀外壳10、单向阀弹簧11和单向阀阀芯12；需要说明的是，在保证能够使得液压油只能从主动油腔6向从动油腔7单向流动的基础上，单向阀可以设置在主动油腔6中，也可以设置在单向阀孔13中；另外，严格来说，由于单向阀的开启和关闭需要一个过程，虽然这个过程可能用时很短，但在单向阀尚未完全关闭的某个瞬间，存在微量液压油从从动油腔7流入主动油腔6中的现象，但相对于从主动油腔6流向从动油腔7中的液压油的体量是可以忽略不计的。
本实施例全可变挺杯采用缓冲孔201加单向阀的结构，通过单向阀保证气门初期开启时从主动油腔6进入从动油腔7的液压油流通面积不受限制，即保证了气门开启速度足够快；在气门关闭时，单向阀关闭，随着从动柱塞1的下行，不断改变缓冲孔201的实际开启面积，通过优化确定缓冲孔201的数量、各孔尺寸和位置，实现了：在气门快速关闭期的缓冲孔201实际开启面积足够大，从而保证了气门关闭速度足够快；在气门落座缓冲期的缓冲孔201实际开启面积按从动油腔7压力较为稳定并且不超标、落座时间最短、落座速度≤0.3m/s、缓冲孔201数量最少为优化目标获得的，从而保证了发动机配气机构设计的诸多要求。相对其他方案而言，单向阀的设计以气门开启初期的指标为主，缓冲孔201的设计以气门快速关闭期和落座缓冲期的指标为主，二者设计相对独立，成功地将电液式CVVL机构应用于更高转速的发动机上。
本实施例全可变挺杯的工作过程如下：
在凸轮叶片上升段作用时，凸轮叶片导致主动柱塞4向上运动。当气门处于关闭状态并且液压阀8开启时，由于气门弹簧力的作用，从动柱塞1保持不动，即气门保持关闭状态，而主动柱塞4向上运动，主动油腔6内的液压油通过液压阀8进入储能器9内。当液压阀8关闭时，主动油腔6的液压油先通过单向阀孔13和单向阀进入从动油腔7，推动从动柱塞1克服气门弹簧力向上运动，开启气门，较缓冲台101或者缓冲台101加缓冲孔201的缓冲方案，本方案主动油腔6和从动油腔7的压力差别很小即为单向阀导致的压差，并且从动柱塞1全部面积起作用，因此，气门开启速度极快，其丰满系数高，并且从动油腔7压力高，不存在气蚀现象，最后，气门开启初期不存在缓冲孔201导致的耦合影响，这对气门运行可控 性、一致性和可重复性极为有利；随着从动柱塞1的向上运动，缓冲孔201实际开启面积逐渐增大，主动油腔6通过单向阀和缓冲孔201进入从动油腔7，继续开启气门。
在凸轮叶片上升段作用时，当气门处于开启状态并且液压阀8再次开启时，在气门弹簧力的作用下，从动油腔7内的液压油通过缓冲孔201的实际开启部分流出，与主动油腔6内的液压油一起通过液压阀8进入储能器9内。在气门较大升程时，液压油从从动油腔7流出时的流通面积较大，气门关闭速度较大，随着从动柱塞1的下行，在进入落座缓冲期后，缓冲孔201逐渐被遮蔽，这导致了从动油腔7压力增加，这对从动柱塞1及相应的气门组件的运动起到阻碍作用，较缓冲台或者缓冲台加缓冲孔的缓冲方案，本实施例中从动柱塞1底面的全部面积起作用，因此，一方面气门落座缓冲期所占曲轴转角得以缩短，另一方面，从动油腔7的压力得以降低，这进一步提高了丰满系数。
在凸轮叶片下降段作用时，主动柱塞4弹簧导致主动柱塞4向下运动。当液压阀8关闭时，主动柱塞4向下运动，导致主动油腔6压力降低，在气门弹簧力的作用下，从动油腔7内的液压油通过缓冲孔201进入主动油腔6，气门逐渐关闭。当液压阀8开启时，在气门弹簧力的作用下，从动油腔7内的液压油通过缓冲孔201流出，气门逐渐关闭，由于从动油腔7、主动油腔6以及储能器9相连通，较液压阀8关闭时而言，气门关闭速度更快，导致气门关闭正时提前。实现落座缓冲的过程与上述的落座缓冲的相似，不再重复。对气门运行参数控制的方法与实施例一所采用的方法相同，不再赘述。
本实施例全可变挺杯在气门开启初期主动油腔6内的液压油通过单向阀作用在从动柱塞1全部面积上，气门开启速度极快，这极大地提高了丰满系数，尤其是在气门开启初期较大的气门升程对发动机充气效率极为有利，并且主动油腔6压力大幅度降低，从动油腔7压力大幅度提高，从动油腔7完全不会出现气蚀现象；在气门落座缓冲期，液压油作用在从动油腔7全部面积上，这大幅度地降低了从动油腔7的压力，此外，缓冲效果只受到缓冲孔201实时面积决定，耦合效果较之前的方案弱很多，尤其是开启初期对落座缓冲期没有强耦合作用，解决了之前方案在发动机高速 下的气门快速启闭、落座缓冲以及结构紧凑等方面顾此失彼的问题，缓冲台加缓冲孔的设计能小幅度优化气门运行的可控性、一致性和可重复性，单向阀加缓冲孔的设计能够大幅度优化气门运行的可控性、一致性和可重复性；相同发动机最高转速下，丰满系数提高4％-12％以上；适应的发动机最高转速范围较大程度提高，提高了20％-35％以上。
实施例五
如图6所示，本实施例全可变挺杯的结构、工作过程和控制方法等与实施例三所提供的全可变挺杯相同，不同之处在于：本实施例全可变挺杯中主动柱塞4靠近缓冲台座202的一端对应复位弹簧5设置有空腔，复位弹簧5插设在该空腔中，复位弹簧5一端抵在柱塞套2上、另一端抵在主动柱塞4上。
图7所示为不同方案下气门升程曲线的对比情况，其中，L为气门升程，S1为采用单向阀和缓冲孔的方案的气门升程曲线；S2为采用缓冲台和缓冲孔的方案的气门升程曲线；S3为只采用缓冲台的方案的气门升程曲线；由图6可见，较只采用缓冲台的方案，采用缓冲台和缓冲孔的方案的气门开启初期所占曲轴转角缩短并且缓冲行程也有所减小，这增加了气门快速开启期和快速关闭期，同时提高了丰满系数。此外，进一步的研究结果表明：相同发动机最高转速下，丰满系数提高2-5％；在气门开启初期主动油腔6压力有所降低而从动油腔7压力有所提升，落座缓冲期从动油腔7压力有所降低；适应的发动机最高转速范围有所提高，提高了4-9％。这主要归功于缓冲台101加缓冲孔201方案通过缓冲台101和缓冲孔201的合理设置，可以实现理想的缓冲等效面积随气门升程的变化曲线。较采用缓冲台和缓冲孔的方案，采用单向阀和缓冲孔的方案在气门开启初期的气门开启速度极快，气门落座缓冲期所占曲轴转角进一步被缩短并且缓冲行程也进一步减小，气门快速开启期和气门快速关闭期所占曲轴转角大幅度增加且气门速度也有所提高，这些均导致了丰满系数明显增加，尤其是在气门开启初期较大的气门升程对发动机充气效率极为有利。此外，进一步的研究表明：相同发动机最高转速下，丰满系数提高4％-12％以上；气门开启初期，主动油腔6压力大幅度降低，从动油腔7压力大幅度提高，从动油腔7完全不会出现气蚀现象；气门落座缓冲期，从动油腔 7的压力大幅度地降低；适应的发动机最高转速范围较大程度的提高，提高了20％-35％以上；解决了之前方案在发动机高速下的气门快速启闭、落座缓冲以及结构紧凑等方面顾此失彼的问题，极大地提高了气门运行的可控性、一致性和可重复性。这主要归功于气门开启初期主动油腔6内的液压油通过单向阀作用在从动柱塞1全部面积上，在气门落座缓冲期缓冲效果只受到缓冲孔201实时面积决定，并且从动油腔7内的液压油仍然作用在从动柱塞1全部面积上，这不仅解决了由于液压油作用面积有限导致的气门运行速度变化慢、油腔压力波动剧烈等问题，还消除了开启初期对落座缓冲期的耦合作用，减弱了落座缓冲期的自耦合作用。
总体来说，本发明提供的全可变挺杯取代了原配气机构中的挺杯，无需对发动机本体进行改动，初始成本接近于0；配气机构零部件数量极少，加工成本低，这对产品推广应用极为有利；通过控制液压阀8的启闭状态，可实现气门推迟开启、提前关闭、多次开启等可变气门事件；通过气门运行参数的灵活调节以及丰满系数的提高，尤其是单向阀加缓冲孔201方案不仅提高了丰满系数，还提高了气门开启初期的气门升程，最终实现了燃油经济性至少2％-4％以上的提升，缸内排放量10％-30％以上的降低，并且对排气温度进行了优化管理，实现了不同发动机工况下均能将排气温度控制在后处理催化剂的工作窗口温度范围内，有效地提高了后处理催化器的工作效率，尤其是暖机和低负荷等工况下，发动机排放满足了最新的排放法规。
本说明书中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处。综上所述，本说明书内容不应理解为对本发明的限制。

Claims (7)

  1. 一种全可变挺杯，其特征在于：包括固定体、主动柱塞、复位弹簧和从动柱塞，所述主动柱塞和所述从动柱塞分别与所述固定体滑动配合，所述固定体中设置有主动油腔和从动油腔，所述主动柱塞一端位于所述主动油腔中，所述从动柱塞一端位于所述从动油腔中；所述主动油腔和所述从动油腔通过与所述固定体固连的缓冲台座相隔，所述从动柱塞靠近所述缓冲台座的一端设置有缓冲台，所述缓冲台座对应所述缓冲台设置有通孔，所述缓冲台能够插入所述通孔中，所述主动油腔通过所述通孔与所述从动油腔相通；所述固定体上设置有总油孔，所述主动油腔通过若干个固定孔与所述总油孔连通，所述从动油腔通过若干个缓冲孔与所述总油孔连通，所述总油孔通过油路与储能器连通，所述油路上设置有液压阀；所述复位弹簧提供弹簧力保证从主动柱塞到凸轮之间各相互接触部件始终保持接触状态。
  2. 根据权利要求1所述的全可变挺杯，其特征在于：所述固定体中还固设有柱塞套，所述主动柱塞和/或所述从动柱塞分别与所述柱塞套滑动配合。
  3. 根据权利要求2所述的全可变挺杯，其特征在于：所述缓冲孔和/或所述固定孔设置在所述柱塞套上；所述缓冲台座与所述柱塞套一体成型，所述主动油腔和/或所述从动油腔位于所述柱塞套中；所述柱塞套与所述固定体之间还形成有中间油腔，所述总油孔、所述缓冲孔和所述固定孔分别与所述中间油腔连通。
  4. 根据权利要求1所述的全可变挺杯，其特征在于：在所述缓冲台或所述缓冲台座的侧壁面上设置有若干个缓冲槽。
  5. 一种全可变挺杯，其特征在于：包括固定体、主动柱塞、复位弹簧和从动柱塞，所述主动柱塞和所述从动柱塞分别与所述固定体滑动配合，所述固定体中设置有主动油腔和从动油腔，所述主动柱塞一端位于所述主动油腔中，所述从动柱塞一端位于所述从动油腔中；所述主动油腔通过单向阀孔与所述从动油腔相通，所述单向阀孔上设置有单向阀，所述单向阀使得液压油只能从所述主动油腔向所述从动油腔单向流动；所述固定体上 设置有总油孔，所述主动油腔通过若干个固定孔与所述总油孔连通，所述从动油腔通过若干个缓冲孔与所述总油孔连通，所述总油孔通过油路与储能器连通，所述油路上设置有液压阀；所述复位弹簧提供弹簧力保证从主动柱塞到凸轮之间各相互接触部件始终保持接触状态。
  6. 根据权利要求5所述的全可变挺杯，其特征在于：所述固定体中还固设有柱塞套，所述主动柱塞和/或所述从动柱塞分别与所述柱塞套滑动配合。
  7. 根据权利要求6所述的全可变挺杯，其特征在于：所述缓冲孔和/或所述固定孔均设置在所述柱塞套上；所述单向阀孔设置在所述柱塞套上，所述主动油腔和/或所述从动油腔均位于所述柱塞套中；所述柱塞套与所述固定体之间还形成有中间油腔，所述总油孔、所述缓冲孔和所述固定孔分别与所述中间油腔连通。
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CN110159382A (zh) * 2019-07-01 2019-08-23 贵州大学 一种气门正时的电液调控装置
CN212296526U (zh) * 2020-06-11 2021-01-05 大连理工大学 一种全可变挺杯

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