阅读说明：本技术 上置式气门控制装置 (Overhead air valve control device ) 是由 连萌 史正文 牛锦辉 于 2020-12-16 设计创作，主要内容包括：本发明上置式气门控制装置中副凸轮轴与链轮以键槽活动链接并与轴承座活动连接,副凸轮轴的一端与电磁铁动铁芯固定连接,副凸轮左右两侧设置弹簧,副凸轮与副凸轮轴以键槽活动链接,正时齿轮链轮与正时齿轮固定连接,链轮与正时齿轮链轮由传动链连接,副凸轮直接作用于进气门摇臂或排气门摇臂,使发动机具有奥托阿特金森双循环工作模式或压缩释放式制动功能。此装置结构简单,成本低,反映速度快,控制气门行程精确。(The invention relates to an overhead type air valve control device, wherein an auxiliary camshaft and a chain wheel are movably linked through a key slot and are movably connected with a bearing seat, one end of the auxiliary camshaft is fixedly connected with an electromagnet movable iron core, springs are arranged on the left side and the right side of the auxiliary cam, the auxiliary cam and the auxiliary camshaft are movably linked through the key slot, a timing gear chain wheel is fixedly connected with a timing gear, the chain wheel is connected with the timing gear chain wheel through a transmission chain, and the auxiliary cam directly acts on an intake valve rocker arm or an exhaust valve rocker arm, so that an engine has an Ottoatkinson double-cycle working mode or a compression release. The device has the advantages of simple structure, low cost, high reflecting speed and accurate control of the valve stroke.)

1. The utility model provides a top-mounted air valve controlling means, mainly by electro-magnet, auxiliary camshaft, right spring clamp, right spring, auxiliary cam, sprocket, driving chain, exhaust valve rocking arm, exhaust valve, (air) intake valve rocking arm, piston, bent axle, timing gear sprocket, camshaft, sprocket left dog, sprocket right dog, left spring clamp, left spring, bolt, nut constitute characterized by: the auxiliary camshaft is movably connected with the chain wheel through a key groove and is movably connected with the bearing seat, one end of the auxiliary camshaft is fixedly connected with the electromagnet movable iron core, the auxiliary cam is movably connected with the auxiliary camshaft through the key groove, a right spring clamp and a right spring are arranged on the right side of the auxiliary cam, a left spring clamp and a left spring are arranged on the left side of the auxiliary cam, the chain wheel is positioned by a left chain wheel stop block and a right chain wheel stop block, the left chain wheel stop block and the right chain wheel stop block are fixedly connected through bolts and nuts, the timing gear chain wheel is fixedly connected with the timing gear, the chain wheel is connected with the timing gear chain wheel through a transmission chain, and the auxiliary camshaft is.

2. The overhead valve control apparatus according to claim 1, wherein: the auxiliary camshaft is positioned above the exhaust valve rocker arm at one end opposite to the exhaust valve and directly acts on the exhaust valve rocker arm to enable the exhaust valve to be opened when the compression stroke is close to the top dead center.

3. The overhead valve control apparatus according to claim 1, wherein: the auxiliary cam shaft is positioned above the inlet valve rocker arm at one end opposite to the inlet valve and directly acts on the inlet valve rocker arm, so that the inlet valve is opened at the beginning of a compression stroke and is closed after partial gas is discharged.

4. The overhead valve control apparatus according to claim 1, wherein: an auxiliary camshaft of the cam overhead rocker arm type valve actuating mechanism is connected with a camshaft on the upper portion of a cylinder cover through a bearing seat in a supporting mode, an auxiliary timing gear sprocket is connected with a sprocket through a transmission chain, a timing gear sprocket driving the camshaft to work is connected with the lower portion of an engine, an existing gear of the cam overhead rocker arm type valve actuating mechanism is connected with the auxiliary transmission chain, a hydraulic tappet serves as a fulcrum of an exhaust valve rocker arm, the auxiliary cam directly acts on the exhaust valve rocker arm above an exhaust valve to enable the exhaust valve to be opened when a compression stroke is close to a top dead center, and a right spring hoop, a right spring, an auxiliary cam, the sprocket, a left sprocket stop block, a right sprocket stop block, a left spring hoop and a left spring which are arranged on.

5. The overhead valve control apparatus according to claim 4, wherein: an auxiliary camshaft of the cam overhead type valve mechanism is positioned on the upper part of a cylinder cover and is supported and connected by a bearing seat, an auxiliary timing gear sprocket is connected with a sprocket by a transmission chain, a timing gear sprocket driving the camshaft to work is positioned on the lower part of an engine, an existing gear of the cam is connected by the auxiliary transmission chain, a hydraulic tappet is used as a fulcrum of an intake valve rocker, the auxiliary cam directly acts on the intake valve rocker above an intake valve to open the intake valve at the beginning of a compression stroke and close the intake valve after partial gas is discharged, and a right spring clamp, a right spring, an auxiliary cam, a sprocket, a left sprocket stop block, a right sprocket stop block, a left spring clamp and a left spring which are arranged on the auxiliary camshaft are the same as the structural form in figure.

Technical Field

The invention discloses an overhead valve control device, relates to the technical field of engine valve control, in particular to the technical field of Otto Atkinson double-cycle of an engine and the technical field of compression release type engine braking.

Background

Firstly, the engine has a history of more than 100 years, the cycle working mode of the engine mostly comprises four-stroke cycle working of air suction, compression, expansion work and exhaust, and the name of the inventor is Otto cycle. The cycle working mode has a defect that the compression ratio is the same as the expansion ratio, the kinetic energy of the compressed oil gas cannot fully play a role at the end of an expansion working stroke, and the fuel efficiency is in a space to be improved. In order to improve the fuel efficiency of an otto engine, Atkinson provides an engine cycle working mode, namely, an inlet valve is opened when the compression stroke of the engine starts, and the inlet valve is closed after a piston pushes out a part of gas to compress, so that the compression stroke is smaller than the expansion working stroke, the fuel efficiency is improved, and the emission is reduced. The implementation of such an engine, which is referred to as an atkinson cycle, requires modification of the engine design, and the modified engine is bulky, unsuitable for use in a vehicle, and costly.

The engine has a double-cycle working mode of Otto and Atkinson cycles, which is one of effective ways, and can be switched between the Otto cycle and the Atkinson cycle. Specifically, when strong power is required, the engine system adopts an otto cycle mode to ensure sufficient dynamic property; if the load is low, the system is switched to the Atkinson cycle, so that the efficiency can be improved to the maximum extent, and the optimal oil saving effect is obtained.

According to the situation, the Chinese patent application number: 202010029931.X, name: an engine with an OttoMiller double-cycle working mode provides a technical scheme for realizing OttoAtkinson double-cycle of the engine. The application name is an engine with an OttoMiller dual cycle operating mode, but the actual content is the OttoAtkinson dual cycle technology, and the patent name belongs to a text error. Utility model has still been applied for in this patent application, application number: 202020079852.5, name: the engine with the OttoMiller double-cycle working mode is changed into the engine with the OttoAtkinson double-cycle working mode after being corrected. The scheme realizes the Atkinson cycle by the action of the upper auxiliary cam on the intake valve.

Secondly, as the loading capacity and the running speed of the vehicle are improved, the number of traffic accidents related to the vehicle is increased, and in the vehicle accidents, the traffic accidents are caused by the problems of a vehicle braking system. The vehicle safety is improved, the mandatory standard issued by the country is required to install an auxiliary brake device and an engine auxiliary brake technology push-up compression release type brake system, an engine outputting power is converted into an air compressor absorbing power by using a compression energy release device, the brake performance which is multiple times better than that of the similar products can be provided, the brake power is the highest, the vehicle brake distance is greatly shortened, and the safety is ensured.

The compression release type brake technology and the products at home and abroad adopt hydraulic technology, have the defects of long response time, complex structure, poor reliability and high cost. At present, the compression-release type brake technology and products are basically monopolized abroad, and key components in compression-release type brake products developed at home still depend on foreign supply.

According to the above situation, the Chinese patent application No.: 202010984494.7, name: a compression-release brake device. The technical scheme for realizing compression release type braking of the engine is provided. The scheme realizes compression release type braking by acting an upper auxiliary cam on an exhaust valve.

The two inventions are applied to two different technical purposes of improving the fuel efficiency of the engine and realizing the braking of the compression release type engine, but the technical route adopted by the inventions and the design of the upper auxiliary cam for realizing the technical purposes act on an air inlet valve or an exhaust valve, and the devices are the same, so that the two inventions are confused. Based on the above two invention applications, the applicant has already proposed and approved a withdrawal application to the national patent office.

Disclosure of Invention

In order to overcome the confusion phenomenon existing in the two invention applications, a device is used for controlling an exhaust valve to realize compression release type braking and controlling an intake valve to realize OttoAtkinson double circulation in a technical route. The invention provides an overhead air valve control device, which mainly comprises an electromagnet, an auxiliary camshaft, a right spring clamp, a right spring, an auxiliary cam, a chain wheel, a transmission chain, an exhaust valve rocker arm, an exhaust valve, an intake valve rocker arm, an intake valve, a piston, a crankshaft, a timing gear chain wheel, a camshaft, a chain wheel left stop block, a chain wheel right stop block, a left spring clamp, a left spring, a bolt and a nut, and is characterized in that: the auxiliary camshaft is movably connected with the chain wheel through a key groove and is movably connected with the bearing seat, one end of the auxiliary camshaft is fixedly connected with the electromagnet movable iron core, the auxiliary cam is movably connected with the auxiliary camshaft through the key groove, a right spring clamp and a right spring are arranged on the right side of the auxiliary cam, a left spring clamp and a left spring are arranged on the left side of the auxiliary cam, the chain wheel is positioned by a left chain wheel stop block and a right chain wheel stop block, the left chain wheel stop block and the right chain wheel stop block are fixedly connected through bolts and nuts, the timing gear chain wheel is fixedly connected with the timing gear, the chain wheel is connected with the timing gear chain wheel through a transmission chain, and the auxiliary camshaft is.

Drawings

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

FIG. 2 is a schematic structural diagram of embodiment 2 of the present invention.

In fig. 1 and 2, 1 is an electromagnet; 2 auxiliary cam shafts; 3, a right spring hoop; 4 a right spring; 5, a secondary cam; 6, a chain wheel; 7, a transmission chain; 8 exhaust valve rocker arms; 9, an exhaust valve; 8-1 intake valve rocker arm; 9-1 inlet valve; 10 a piston; 11 a crankshaft; 12 timing gears; 13 timing gear sprockets; 14 a camshaft; 15 sprocket left dog; 16 sprocket right block; 17 a left spring clamp; 18 left spring; 19, bolts; 20 nuts. 21; a bearing housing 22; a cam.

In fig. 2, 23; a hydraulic tappet 24; a sub timing gear sprocket 25; and an auxiliary transmission chain.

Detailed Description

Inventive example 1

FIG. 1 shows an embodiment of the overhead air valve control device of the present invention, in which 2 pairs of camshafts are movably connected with 6 chain wheels by key slots and movably linked with 21 bearing seats, one end of 2 pairs of camshafts is fixedly connected with 1 electromagnet movable iron core, 5 pairs of cams are movably linked with 2 pairs of camshafts by key slots, the right sides of 5 pairs of cams are provided with 3 right spring clamps and 4 right springs, the left sides of 5 pairs of cams are provided with 17 left spring clamps and 18 left springs, 6 chain wheels are positioned by 15 chain wheel left stoppers and 16 chain wheel right stoppers, 15 chain wheel left stoppers and 16 chain wheel right stoppers are fixedly connected by 19 bolts and 20 nuts, 13 timing gear chain wheels are fixedly connected with 12 timing gears, 6 chain wheels and 13 timing gear chain wheels are connected by 7 driving chains, 13 timing gear chain wheels fixedly connected with 12 timing gears drive 6 chain wheels, 2 pairs of camshafts, and a motor under the action of 7, 5 pairs of cams operate, 2 pairs of camshafts are positioned above one end, opposite to the 9 exhaust valve, of the 8 exhaust valve rocker arm and directly act on the 8 exhaust valve rocker arm, and the 8 exhaust valve rocker arm enables the 9 exhaust valve to be opened when a compression stroke is close to a top dead center, so that the compression release type engine brake is realized. During normal operation of the engine, the 5 pairs of cams do not interact with the 8 exhaust valve rocker arm. When the compression release type brake running is needed, 1 electromagnet pulls 2 pairs of cam shafts to move so as to realize the combination of 5 pairs of cams and 8 exhaust valve rocker arms, the 5 pairs of cams and the 8 exhaust valve rocker arms interact, and under the action of the 5 pairs of cams, the 9 exhaust valve is opened when the compression stroke is close to the top dead center. The left springs and the right springs 18 and 4 on the left side and the right side of the 5 pairs of cams are used for enabling the 5 pairs of cams and the 8 exhaust valve rocker arms to interact or not in order to adapt to different lifting heights of the 8 exhaust valve rocker arms. For example, the 8-exhaust valve rocker arm is at the 9-exhaust valve opening position, and the 5-pair cam is in the position of interacting with the 8-exhaust valve rocker arm under the condition of no obstacle. If the 8-exhaust valve rocker arm is not at the 9-exhaust valve opening position, the 5-pair cam is obstructed from entering the working position, the 18 left-side spring is subjected to a compression force, and when the 8-exhaust valve rocker arm descends, the 18 left-side spring pushes the 5-pair cam to the working position. On the contrary, when the engine is recovered to normal operation, the electromagnet 1 pushes the 2 pairs of cam shafts to displace so as to separate the 5 pairs of cams from the 8 pairs of exhaust valve rocker arms, and the engine is recovered to normal operation. If the 8-exhaust valve rocker arm is at the 9-exhaust valve opening position, the 5-pair cam is separated from the 8-exhaust valve rocker arm under the condition of no obstacle, if the 8-exhaust valve rocker arm is not at the 9-exhaust valve opening position, the 5-pair cam is separated from the 8-exhaust valve rocker arm with an obstacle, the 4 right-side spring is subjected to a compression force, and when the 8-exhaust valve rocker arm descends, the 4 right-side spring pushes the 5-pair cam to the position separated from the 8-exhaust valve rocker arm.

Inventive example 2

The structure and components of the invention shown in figure 1 are not changed except that the 8 exhaust valve rocker arm acting above the 9 exhaust valve by the 5-pair cam is changed into the 8-1 intake valve rocker arm acting above the 9-1 intake valve by the 5-pair cam, the structure and all components are not changed, the mechanism of the 5-pair cam acting on the intake valve and the 5-pair cam acting on the 9 exhaust valve is the same, when the working condition of the engine needs to enter the Atkinson cycle, the 5-pair cam acts on the 8-1 intake valve rocker arm above the 9-1 intake valve, so that the 9-1 intake valve is opened at the beginning of a compression stroke, and is closed after partial gas is. When the operating condition of the engine needs to enter the Otto cycle, the 5 pairs of cams are disengaged from the 8-1 intake valve rocker arm above the 9-1 intake valve. This achieves an ottadatzson double cycle.

Inventive example 3

FIG. 2 is a technical scheme for controlling exhaust valves in a cam-type valve actuating mechanism with an upper-mounted exhaust valve, according to the invention, in FIG. 2, a pair of camshafts and a pair of 14 camshafts are arranged at the upper part of a cylinder cover and are supported and connected by a 21 bearing seat, a pair of timing gear sprockets and a pair of 6 sprockets are connected by a 7 transmission chain, a pair of timing gear sprockets and a pair of 13 sprockets driving the 14 camshafts to work are connected by a 25 pair transmission chain with an existing gear arranged at the lower part of an engine, a hydraulic tappet 23 is used as a fulcrum of an 8 exhaust valve rocker, a cam 22 directly acts on the 8 exhaust valve rocker to enable the 9 exhaust valves to be opened and closed circularly, a pair of camshafts is arranged above one end of the 8 exhaust valve rocker relative to an air valve and directly acts on the 8 exhaust valve rocker to enable the 9 exhaust valves to be opened when, The structure forms of the 16 sprocket right stop blocks, the 17 left spring clips and the 18 left springs in the figure 1 are the same as the connection mode of the 1 electromagnet.

The 2 pairs of camshafts run under the drive of the 14 camshafts, and the 5 pairs of cams do not interact with the 8 exhaust valve rocker arms during normal operation of the engine. When the compression release type braking is needed, 1 electromagnet pulls 2 pairs of cam shafts to move so as to realize the combination of 5 pairs of cams and 8 exhaust valve rocker arms, the 5 pairs of cams and the 8 exhaust valve rocker arms are interacted, and under the action of the 5 pairs of cams, the 9 exhaust valve is opened when the compression stroke is close to the top dead center so as to realize the compression release type engine braking. The left springs and the right springs 18 and 4 on the left side and the right side of the 5 pairs of cams are used for enabling the 5 pairs of cams and the 8 exhaust valve rocker arms to interact or not in order to adapt to different lifting heights of the 8 exhaust valve rocker arms. For example, the 8-exhaust valve rocker arm is at the 9-exhaust valve opening position, and the 5-pair cam is in the position of interacting with the 8-exhaust valve rocker arm under the condition of no obstacle. If the 8-exhaust valve rocker arm is not at the 9-exhaust valve opening position, the 5-pair cam is obstructed from entering the working position, the 18 left-side spring is subjected to a compression force, and when the 8-exhaust valve rocker arm descends, the 18 left-side spring pushes the 5-pair cam to the working position. On the contrary, when the engine is recovered to normal operation, the electromagnet 1 pushes the 2 pairs of cam shafts to displace so as to separate the 5 pairs of cams from the 8 pairs of exhaust valve rocker arms, and the engine is recovered to normal operation. If the 8-exhaust valve rocker arm is at the 9-exhaust valve opening position, the 5-pair cam is separated from the 8-exhaust valve rocker arm under the condition of no obstacle, if the 8-exhaust valve rocker arm is not at the 9-exhaust valve opening position, the 5-pair cam 8-exhaust valve rocker arm is separated from an obstacle, the 4 right side spring is subjected to compression force, and when the 8-exhaust valve rocker arm descends, the 4 right side spring pushes the 5-pair cam to the position separated from the 8-exhaust valve rocker arm.

Inventive example 4

The structure and all components in the invention in figure 2 are not changed except that the 5-pair cam acts on the 8-exhaust valve rocker arm above the 9-exhaust valve and the 5-pair cam acts on the 8-1 intake valve rocker arm above the 9-1 intake valve, the mechanism that the 5-pair cam acts on the 9-1 intake valve and the 5-pair cam acts on the 9-exhaust valve is the same, when the working condition of the engine needs to enter into the Atkinson cycle, the 5-pair cam acts on the 9-1 intake valve, and when the working condition of the engine needs to enter into the Otto cycle, the 5-pair cam is separated from the 9-1 intake valve rocker arm, thus realizing the Otto Atkinson double cycle.

Due to the adoption of the technical measures, the engine has a compression release type braking function and an OttoAtkinson double-cycle working mode. The engine has the advantages that the structure of the existing engine is not changed, only a set of components which can be matched with the existing valve actuating mechanism and interact with the existing valve actuating mechanism are added on the basis of the existing engine to form the controllable change of the working condition of the exhaust valve or the controllable change of the working condition of the intake valve, compared with a hydraulic structure, the engine has the advantages of high reflecting speed, simple structure, low cost and easiness in popularization and application, and breaks through the monopoly situation of foreign compression release type braking technology and Otto Atkinson double circulation.