阅读说明：本技术 一种气门配气相位控制系统和方法 (Valve timing control system and method ) 是由 张宏杰 于 2019-12-19 设计创作，主要内容包括：一种气门配气相位控制系统,包括曲柄轴主动轮,曲柄轴传感器、传动带,进气门从动轮、进气凸轮轴传感器、排气门从动轮、排气凸轮轴传感器、活动轮调节机构和控制器,曲柄轴主动轮与内燃机的输出端连接,进气门从动轮与进气凸轮轴的一端连接,进气凸轮轴传感器设于进气凸轮轴的另一端,排气门从动轮与排气凸轮轴的一端连接,排气凸轮轴传感器设于排气凸轮轴的另一端,曲柄轴传感器设于曲柄轴主动轮的一端,控制器控制活动轮调节机构,以调节曲柄轴主动轮、进气门从动轮和排气门从动轮三者之间传动带的链节数量。本发明能随内燃机转速的变化而改变气门配气定时,能根据内燃机工况的变化,实现气门配气相位的连续可变。(The utility model provides a valve distribution phase control system, including the crank axle action wheel, the crank axle sensor, the drive belt, the (air) intake valve is from the driving wheel, the camshaft sensor admits air, the exhaust valve is from the driving wheel, exhaust camshaft sensor, loose wheel adjustment mechanism and controller, the crank axle action wheel is connected with the output of internal-combustion engine, the (air) intake valve is connected with the one end of camshaft from the driving wheel, the other end of camshaft admits air is located to the camshaft sensor that admits air, the exhaust valve is connected with exhaust camshaft's one end from the driving wheel, exhaust camshaft sensor locates exhaust camshaft's the other end, the one end of crank axle action wheel is located to the crank axle sensor, controller control. The invention can change the valve timing with the change of the rotating speed of the internal combustion engine, and can realize the continuous change of the valve timing phase according to the change of the working condition of the internal combustion engine.)

1. A valve timing control system is characterized in that: including crank axle action wheel (1), crank axle sensor (11), drive belt (2), the intake valve is from driving wheel (3), the camshaft sensor that admits air, exhaust valve are from driving wheel (4), exhaust camshaft sensor, loose wheel adjustment mechanism (5) and controller, crank axle action wheel (1) is connected with the output of internal-combustion engine, crank axle action wheel (1) drives through drive belt (2) intake valve and follows driving wheel (3) and exhaust valve and rotate from driving wheel (4), the intake valve is from driving wheel (3) and being connected with the one end of camshaft that admits air, the camshaft sensor that admits air locates the other end of camshaft, exhaust valve is from driving wheel (4) and is connected with the one end of exhaust camshaft, exhaust camshaft sensor locates exhaust camshaft's the other end, the one end of crank axle action wheel (1), the controller respectively with crank axle sensor (11), the camshaft sensor that admits air, exhaust camshaft sensor and running wheel adjustment mechanism (5) electric connection, controller control running wheel adjustment mechanism (5) reciprocating motion to adjust crank axle action wheel (1), intake valve from driving wheel (3) and exhaust valve from the chain link quantity of drive belt between driving wheel (4) the three.

2. The valve timing control system according to claim 1, characterized in that: the movable wheel adjusting mechanism (5) comprises a first adjusting mechanism (51), a second adjusting mechanism (52) and a third adjusting mechanism (53), the first adjusting mechanism (51) is arranged between a crankshaft driving wheel (1) and an intake valve driven wheel (3), the second adjusting mechanism (52) is arranged between the crankshaft driving wheel (1) and an exhaust valve driven wheel (4), and the third adjusting mechanism (53) is arranged between the intake valve driven wheel (3) and the exhaust valve driven wheel (4).

3. The valve timing control system according to claim 2, characterized in that: the first adjusting mechanism (51), the second adjusting mechanism (52) and the third adjusting mechanism (53) respectively comprise a servo motor, a ball screw (511) and a pressing wheel (512), one end of the ball screw (511) is connected with the pressing wheel (512), the pressing wheel (512) is in rolling connection with a transmission belt (2), and the ball screw (511) is driven by the servo motor and drives the pressing wheel (512) to move.

4. The valve timing control system according to claim 3, characterized in that: the pinch roller (512) can also be an arc-shaped pressing plate.

5. The valve timing control system according to claim 3 or 4, characterized in that: the transmission belt (2) is a timing belt or a timing chain.

6. The valve timing control method according to claim 4, setting the transmission belt to be clockwise-driven, determining the phases of the intake camshaft and the exhaust camshaft, characterized in that:

when the phase of the air inlet camshaft needs to be advanced, the first adjusting mechanism presses the transmission belt inwards, the third adjusting mechanism loosens the transmission belt outwards, the number of links between the exhaust valve driven wheel and the air inlet valve driven wheel is reduced, the number of links between the air inlet valve driven wheel and the crankshaft driving wheel is increased, the air inlet valve driven wheel is driven to increase the phase angle corresponding to the number of links clockwise, and the phase of the air inlet camshaft advances the phase angle difference corresponding to the number of links;

when the phase of the air inlet camshaft needs to delay the phase, the first adjusting mechanism outwards loosens the transmission belt, the third adjusting mechanism inwards compresses the transmission belt, the number of links between the exhaust valve driven wheel and the air inlet valve driven wheel is increased, the number of links between the air inlet valve driven wheel and the crankshaft driving wheel is reduced, the air inlet valve driven wheel is driven to anticlockwise increase the phase angle corresponding to the number of links, and the phase of the air inlet camshaft delays the phase angle difference corresponding to the number of links;

when the phase of the exhaust camshaft needs to be advanced, the third adjusting mechanism presses the transmission belt inwards, the second adjusting mechanism loosens the transmission belt outwards, the number of links between the intake valve driven wheel and the exhaust valve driven wheel is increased, the number of links between the exhaust valve driven wheel and the crankshaft driving wheel is reduced, the exhaust valve driven wheel is driven to increase the phase angle corresponding to the number of links clockwise, and the phase of the exhaust camshaft advances the phase angle difference corresponding to the number of links;

when the phase of the exhaust camshaft needs to delay the phase, the third adjusting mechanism outwards loosens the transmission belt, the second adjusting mechanism inwards compresses the transmission belt, the number of links between the intake valve driven wheel and the exhaust valve driven wheel is reduced, the number of links between the exhaust valve driven wheel and the crankshaft driving wheel is increased, the exhaust valve driven wheel is driven to increase the phase angle corresponding to the number of links clockwise, and the phase delay of the exhaust camshaft is the phase angle difference corresponding to the number of links.

Technical Field

The invention relates to the technical field of internal combustion engines, in particular to a valve timing control system and a valve timing control method.

Background

An internal combustion engine includes a combustion chamber in which fuel is burned to generate power, the combustion chamber being equipped with an intake valve and an exhaust valve, the intake valve being opened by driving a camshaft, and air or a mixture of fuel and air being drawn into the combustion chamber when the intake valve is opened; the exhaust valve is opened by driving the camshaft after combustion, and the combustion gas is discharged out of the combustion chamber while the exhaust valve is opened.

The valve actuating mechanism is one of the important components of the internal combustion engine, bears the important functions of realizing the opening and closing timing of the air inlet valve and the air outlet valve of each cylinder of the internal combustion engine and controlling the valve lift motion law, and is the basis for realizing the air exchange process of the internal combustion engine and ensuring that the work cycle of the heat-work conversion of the internal combustion engine can be carried out repeatedly and continuously. Therefore, whether the internal combustion engine can work reliably or not and whether the dynamic performance and the economic performance of the internal combustion engine are guaranteed or not are closely related to the selection of the valve timing phase of the valve mechanism in the process of realizing air exchange.

The valve timing is also called valve timing, and is the opening and closing time of the intake and exhaust valves and the opening duration time thereof expressed by the crank angle. The valve timing of different internal combustion engines is different due to different structures and rotating speeds, even if the same internal combustion engine is used, the valve timing of the same internal combustion engine also changes along with the change of the rotating speed. Obviously, this disadvantage has made it impossible to meet the current overall requirements for high efficiency, low fuel consumption and low emissions of internal combustion engines.

Disclosure of Invention

The invention aims to solve the technical problem of overcoming the defects in the prior art and provides a valve timing control system and a valve timing control method.

The invention adopts the technical scheme that the valve timing control system comprises a crankshaft driving wheel, a crankshaft sensor, a transmission belt, an inlet valve driven wheel, an inlet camshaft sensor, an exhaust valve driven wheel, an exhaust camshaft sensor, a movable wheel adjusting mechanism and a controller, wherein the crankshaft driving wheel is connected with the output end of an internal combustion engine, the crankshaft driving wheel drives the inlet valve driven wheel and the exhaust valve driven wheel to rotate through the transmission belt, the inlet valve driven wheel is connected with one end of the inlet camshaft, the inlet camshaft sensor is arranged at the other end of the inlet camshaft, the exhaust valve driven wheel is connected with one end of the exhaust camshaft, the exhaust camshaft sensor is arranged at the other end of the exhaust camshaft, the crankshaft sensor is arranged at one end of the crankshaft driving wheel and is used for detecting the phase of the crankshaft driving, the controller is respectively and electrically connected with the crankshaft sensor, the air inlet camshaft sensor, the air outlet camshaft sensor and the movable wheel adjusting mechanism, and the controller controls the movable wheel adjusting mechanism to adjust the mutual change of the number of chain links of the transmission belt among the crankshaft driving wheel, the air inlet driven wheel and the exhaust valve driven wheel.

Preferably, the movable wheel adjusting mechanism comprises a first adjusting mechanism, a second adjusting mechanism and a third adjusting mechanism, the first adjusting mechanism is arranged between the crankshaft driving wheel and the intake valve driven wheel, the second adjusting mechanism is arranged between the crankshaft driving wheel and the exhaust valve driven wheel, and the third adjusting mechanism is arranged between the intake valve driven wheel and the exhaust valve driven wheel.

Preferably, the first adjusting mechanism, the second adjusting mechanism and the third adjusting mechanism all comprise a servo motor, a ball screw and a pressing wheel, one end of the ball screw is connected with the pressing wheel, the pressing wheel is in rolling connection with a transmission belt, and the ball screw is driven by the servo motor and drives the pressing wheel to move.

Optionally, the pressing wheel may also be an arc-shaped pressing plate.

Preferably, the transmission belt is a timing belt or a timing chain.

A method for controlling the phase of gas distribution includes such steps as setting the conveying belt to drive in clockwise mode, measuring the phases of gas inlet and outlet camshafts,

when the phase of the air inlet camshaft needs to be advanced, the first adjusting mechanism presses the transmission belt inwards, the third adjusting mechanism loosens the transmission belt outwards, the number of links between the exhaust valve driven wheel and the air inlet valve driven wheel is reduced, the number of links between the air inlet valve driven wheel and the crankshaft driving wheel is increased, the air inlet valve driven wheel is driven to increase the phase angle corresponding to the number of links clockwise, and the phase of the air inlet camshaft advances the phase angle difference corresponding to the number of links;

when the phase of the air inlet camshaft needs to delay the phase, the first adjusting mechanism outwards loosens the transmission belt, the third adjusting mechanism inwards compresses the transmission belt, the number of links between the exhaust valve driven wheel and the air inlet valve driven wheel is increased, the number of links between the air inlet valve driven wheel and the crankshaft driving wheel is reduced, the air inlet valve driven wheel is driven to anticlockwise increase the phase angle corresponding to the number of links, and the phase of the air inlet camshaft delays the phase angle difference corresponding to the number of links;

when the phase of the exhaust camshaft needs to be advanced, the third adjusting mechanism presses the transmission belt inwards, the second adjusting mechanism loosens the transmission belt outwards, the number of links between the intake valve driven wheel and the exhaust valve driven wheel is increased, the number of links between the exhaust valve driven wheel and the crankshaft driving wheel is reduced, the exhaust valve driven wheel is driven to increase the phase angle corresponding to the number of links clockwise, and the phase of the exhaust camshaft advances the phase angle difference corresponding to the number of links;

when the phase of the exhaust camshaft needs to delay the phase, the third adjusting mechanism outwards loosens the transmission belt, the second adjusting mechanism inwards compresses the transmission belt, the number of links between the intake valve driven wheel and the exhaust valve driven wheel is reduced, the number of links between the exhaust valve driven wheel and the crankshaft driving wheel is increased, the exhaust valve driven wheel is driven to increase the phase angle corresponding to the number of links clockwise, and the phase delay of the exhaust camshaft is the phase angle difference corresponding to the number of links.

Compared with the prior art, the invention has the beneficial effects that:

the servo motors on the first adjusting mechanism, the second adjusting mechanism and the third adjusting mechanism respectively adjust the ball screw to drive the compression wheel to compress or release the transmission belt, so that the quantity of chain links of the transmission belt among the crankshaft driving wheel, the intake valve driven wheel and the exhaust valve driven wheel is adjusted to change mutually, thereby realizing the advance and delay of the intake and exhaust timing, changing the valve timing along with the change of the rotating speed of the internal combustion engine, and realizing the continuous change of the valve timing phase of the valve according to the change of the working condition of the internal combustion engine.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without limiting the invention.

Fig. 1 is a schematic structural diagram of an embodiment of the present invention.

Description of reference numerals: 1-crankshaft driving wheel, 11-crankshaft sensor, 2-transmission belt, 3-intake valve driven wheel, 4-exhaust valve driven wheel, 5-movable wheel regulating mechanism, 51-first regulating mechanism, 52-second regulating mechanism, 53-third regulating mechanism, 511-ball screw and 512-pinch roller.

Detailed Description

The technical solution provided by the present invention is further explained below with reference to the accompanying drawings and examples.

Referring to fig. 1, the valve timing control system provided in this embodiment includes a crankshaft driving wheel 1, a crankshaft sensor 11, a transmission belt 2, an intake valve driven wheel 3, an intake camshaft sensor, an exhaust valve driven wheel 4, an exhaust camshaft sensor, a movable wheel adjusting mechanism 5 and a controller, where the crankshaft driving wheel 1 is connected to an output end of an internal combustion engine, the crankshaft driving wheel 1 drives the intake valve driven wheel 3 and the exhaust valve driven wheel 4 to rotate through the transmission belt 2, the intake valve driven wheel 3 is connected to one end of the intake camshaft, the intake camshaft sensor is disposed at the other end of the intake camshaft and is used to detect a phase of the intake camshaft, the exhaust valve driven wheel 4 is connected to one end of the exhaust camshaft, the exhaust camshaft sensor is disposed at the other end of the exhaust camshaft and is used, crankshaft sensor 11 locates the one end of crankshaft action wheel 1 for detect the phase place of crankshaft action wheel 1, the controller respectively with crankshaft sensor 11, the camshaft sensor that admits air, exhaust camshaft sensor and 5 electric connection of running wheel adjustment mechanism, 5 reciprocating motion of controller control running wheel adjustment mechanism to adjust crankshaft action wheel 1, intake valve from the mutual change of the chain link quantity of driving belt between 4 three of driving wheel and the exhaust valve from driving wheel 3.

The movable wheel adjusting mechanism 5 comprises a first adjusting mechanism 51, a second adjusting mechanism 52 and a third adjusting mechanism 53, wherein the first adjusting mechanism 51 is arranged between a crankshaft driving wheel 1 and an intake valve driven wheel 3 and used for adjusting the number of links of a transmission belt 2 between the crankshaft driving wheel 1 and the intake valve driven wheel 3, the second adjusting mechanism 52 is arranged between the crankshaft driving wheel 1 and an exhaust valve driven wheel 4 and used for adjusting the number of links of the transmission belt 2 between the crankshaft driving wheel 1 and the exhaust valve driven wheel 4, and the third adjusting mechanism 53 is arranged between the intake valve driven wheel 3 and the exhaust valve driven wheel 4 and used for adjusting the number of links of the transmission belt 2 between the intake valve driven wheel 3 and the exhaust valve driven wheel 4.

First adjustment mechanism 51, second adjustment mechanism 52 and third adjustment mechanism 53 all include servo motor, ball 511 and pinch roller 512, ball 511's one end is connected with pinch roller 512, pinch roller 512 and drive belt 2 roll connection, ball 511 is driven by servo motor to drive pinch roller 512 and remove, and servo motor drives pinch roller 512 through ball 511 and goes up reciprocating motion along ball 511 direction, thereby realizes compressing tightly or loosening drive belt 2.

The pressing wheel 512 can also be an arc-shaped pressing plate, the arc-shaped pressing plate is connected with the transmission belt 2 in a sliding manner, and the servo motor drives the arc-shaped pressing plate to press or loosen the transmission belt 2 through a ball screw 511.

The transmission belt 2 is a timing belt or a timing chain, and the adjusting crankshaft driving wheel 1, the intake valve driven wheel 3 and the exhaust valve driven wheel 4 are respectively provided with a clamping groove matched with the timing belt or the timing chain.

A valve timing control method, setting a transmission belt 2 to be clockwise transmission, measuring the phase of an intake camshaft by an intake camshaft sensor, measuring the phase of an exhaust camshaft by an exhaust camshaft sensor,

when the phase of the intake camshaft needs to be advanced, the first adjusting mechanism 51 presses the transmission belt 2 inwards, the third adjusting mechanism 53 loosens the transmission belt 2 outwards, the number of links between the exhaust valve driven wheel 4 and the intake valve driven wheel 3 is reduced, the number of links between the intake valve driven wheel 3 and the crankshaft driving wheel 1 is increased, the intake valve driven wheel 3 is driven to increase the phase angle corresponding to the number of links clockwise, and the phase of the intake camshaft advances the phase angle difference corresponding to the number of links;

when the phase of the air inlet camshaft needs to delay the phase, the first adjusting mechanism 51 outwards loosens the transmission belt 2, the third adjusting mechanism 53 inwards presses the transmission belt 2, the number of links between the exhaust valve driven wheel 4 and the air inlet valve driven wheel 3 is increased, the number of links between the air inlet valve driven wheel 3 and the crankshaft driving wheel 1 is reduced, the air inlet valve driven wheel 3 is driven to anticlockwise increase the phase angle corresponding to the number of links, and the phase of the air inlet camshaft delays the phase angle difference corresponding to the number of links;

when the phase of the exhaust camshaft needs to be advanced, the third adjusting mechanism 53 presses the transmission belt 2 inwards, the second adjusting mechanism 52 loosens the transmission belt 2 outwards, the number of links between the intake valve driven wheel 3 and the exhaust valve driven wheel 4 is increased, the number of links between the exhaust valve driven wheel 4 and the crankshaft driving wheel 1 is reduced, the exhaust valve driven wheel 4 is driven to increase the phase angle corresponding to the number of links clockwise, and the phase of the exhaust camshaft advances the phase angle difference corresponding to the number of links;

when the phase of the exhaust camshaft needs to delay the phase, the third adjusting mechanism 53 outwards loosens the transmission belt 2, the second adjusting mechanism 52 inwards presses the transmission belt 2, the number of links between the intake valve driven wheel 3 and the exhaust valve driven wheel 4 is reduced, the number of links between the exhaust valve driven wheel 4 and the crankshaft driving wheel 1 is increased, the exhaust valve driven wheel 4 is driven to increase the phase angle corresponding to the number of links clockwise, and the phase delay of the exhaust camshaft is the phase angle difference corresponding to the number of links.

The above examples are only for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.