阅读说明：本技术 三气门顶置双凸轮轴发动机配气系统 (Three-valve overhead double-camshaft engine distribution system ) 是由 莫嘉林 陈惠娜 于 2019-08-23 设计创作，主要内容包括：本发明是一种三气门顶置双凸轮轴发动机配气系统；该系统使每个气缸具有一个进气门及两个排气门,在汽车行驶时,该系统使进气增压发动机以传统的四冲程循环状态工作输出动力,并通过增大排气门通道的截面积,实现降低排气功率损失；在汽车带挡滑行状态时,可使发动机由传统的四冲程循环模式运转变成吸气、排气的二冲程循环模式运转,以降低发动机运转阻力。在汽车带挡减速运行时,可使发动机由传统的四冲程循环模式运转变成由“进气冲程(进气门进气)、压缩冲程(压缩冲程将近终了时,第一排气门放气)、抽真空冲程(原膨胀冲程开始后不久,排气关闭)、排气冲程(排气门排气)的循环模式运转,以产生发动机制动缓速效能。(The invention relates to a three-valve overhead double-camshaft engine distribution system; when the automobile runs, the system enables the air inlet supercharged engine to work and output power in a traditional four-stroke cycle state, and reduces the loss of exhaust power by increasing the sectional area of an exhaust valve channel; when the automobile is in a gear-shifting sliding state, the traditional four-stroke cycle mode operation of the engine can be changed into a two-stroke cycle mode operation of air suction and air exhaust, so that the operation resistance of the engine is reduced. When the automobile runs at a gear-shifting speed reduction state, the traditional four-stroke cycle mode operation of the engine can be changed into a cycle mode operation of an' intake stroke (air intake of an intake valve), a compression stroke (air exhaust of a first exhaust valve when the compression stroke is nearly finished), a vacuumizing stroke (close to exhaust after the original expansion stroke is started) and an exhaust stroke (exhaust of an exhaust valve), so that the engine braking and retarding effect is generated.)

1. A three-valve overhead double-camshaft engine air distribution system comprises a cylinder, a valve core and a valve core, wherein the valve core is arranged on each cylinder; the engine comprises a cylinder cover, an air inlet camshaft, an air inlet rocker arm shaft, an air inlet rocker arm, a variable cycle rocker arm, an air inlet valve, a first positioning spring, a first roller bearing, a second roller bearing, a first timing piston, a first synchronous piston, a first blocking piston, a first reset spring, a first engine oil pipe, an air outlet camshaft, an air outlet rocker arm shaft, a first air outlet rocker arm, an air outlet rocker arm, a second air outlet rocker arm, a first air outlet, a second positioning spring, a third roller bearing, a fourth roller bearing, a fifth roller bearing, a second timing piston, a second synchronous piston, a second blocking piston, a second reset spring, a second engine oil pipe, an electromagnetic valve, an electric engine oil pump, a pressure stabilizing valve, a control circuit and the like; the method is characterized in that: an air inlet cam shaft and an air inlet valve rocker shaft are arranged on the air cylinder cover, and an air inlet valve is arranged on the air cylinder cover of each air cylinder; an air inlet cam and a variable cycle cam are arranged on the section of air inlet cam shaft corresponding to each air cylinder, and an air inlet valve rocker arm and a variable cycle rocker arm are arranged on the section of air inlet valve rocker arm shaft corresponding to each air cylinder; the first roller bearing is installed on the inlet valve rocker arm, the inlet positioning floating platform, the first oil duct and the first synchronous piston hole are arranged on the inlet valve rocker arm, the first synchronous piston hole is communicated with the first oil duct, the first timing piston and the first synchronous piston are installed in the first synchronous piston hole, the first oil duct opening in the inlet valve rocker arm is installed opposite to the first oil hole in the inlet valve rocker arm shaft, and when the inlet cam drives the first roller bearing to enable the inlet valve rocker arm to shake, the inlet valve can be pushed open; the variable-cycle rocker arm is provided with a second roller bearing, a first positioning plane and a first blocking piston hole, and a first blocking piston and a first return spring are arranged in the first blocking piston hole; a first positioning spring is arranged between the swinging end of the variable circulation rocker arm and the cylinder cover, one end of the first positioning spring is propped against the swinging end of the variable circulation rocker arm, and the other end of the first positioning spring is propped against the cylinder cover; when an air inlet positioning floating platform on the inlet valve rocker arm is contacted with a first positioning plane on the variable cycle rocker arm, the central lines of the first synchronous piston hole and the first blocking piston hole are in a superposition state; when the first synchronous piston does not enter the first blocking piston hole, the variable-cycle cam drives the second roller bearing to enable the variable-cycle rocker arm to rock, and the variable-cycle rocker arm cannot drive the intake valve rocker arm; when the variable-cycle cam drives the variable-cycle rocker arm to rock after the first synchronizing piston enters the first blocking piston hole, the variable-cycle cam also drives the intake valve rocker arm to rock.

A technical field

The invention relates to a three-valve overhead double-camshaft engine air distribution system, which has the following functions: the engine with the supercharged air inlet can be operated in a traditional four-stroke cycle mode when outputting power, and the engine has larger exhaust valve passage cross section and smaller exhaust power loss; when the automobile slides with the gear, the traditional four-stroke cycle operation mode of the engine with air inlet and supercharging can be changed into a two-stroke cycle operation mode of 'air inlet stroke (air inlet of an air inlet valve), exhaust stroke (air outlet of the air inlet valve), air inlet stroke (air inlet of the air inlet valve) and exhaust stroke (air outlet of an exhaust valve)', so that the operation resistance of the engine is reduced, and the oil consumption of the automobile is reduced on the premise of not changing the braking efficiency and the reliability of the original automobile; and when the automobile runs at a gear-shifting speed reduction state, the traditional four-stroke cycle operation mode of the engine can be changed into a cycle operation mode of 'intake stroke (intake valve intake), compression stroke (first exhaust valve deflation near the end of the compression stroke), vacuumizing stroke (the first exhaust valve is also closed shortly after the original expansion stroke begins) and exhaust stroke (exhaust valve exhaust'), so that the engine brake and speed reduction effect is generated on the automobile.

Second, background Art

At present, the known automobile engine has the following defects:

1. in the structure of the combustion chamber, the intake conduction sectional area is larger than the exhaust passage sectional area, and the technical defect of overlarge exhaust power loss exists.

2. In the automobile sliding state with gear, three technical states are respectively provided, wherein one of the three technical states is a forced idling state; secondly, stopping supplying fuel oil in an idle state; and thirdly, stopping supplying fuel and closing the idle state of the intake valve. The technical defects of large running resistance and high oil consumption of the engine exist in the technical state.

3. When the automobile needs to be in gear to decelerate operation, five technical states are respectively provided, wherein one of the five technical states is a forced idling state; secondly, stopping supplying fuel oil in an idle state; thirdly, stopping supplying fuel and sealing the exhaust pipe to increase the running resistance; fourthly, stopping supplying fuel and slightly starting an exhaust valve to increase the running resistance; and fifthly, stopping supplying fuel and opening an exhaust valve near a compression top dead center to change the engine into an air compressor. The retarding effects produced by the first four technologies are not good; the engine adopting the fifth technology still has the technical defects of large running resistance and high oil consumption of the engine in a gear sliding state.

Third, the invention

In order to overcome various defects of the existing air inlet supercharged engine, the invention provides a three-valve overhead double-camshaft engine air distribution system which can be applied to the air inlet supercharged engine, wherein an air inlet valve and two air outlet valves are arranged on a cylinder cover of each cylinder of the system, so that the air inlet supercharged engine has larger exhaust passage cross-sectional area and smaller exhaust power loss when outputting power; can make the engine of pressure boost of admitting air can change the circulation mode when the car slides with keeping off, by original tradition: the "intake stroke (intake valve intake), compression stroke (intake and exhaust valve closing), expansion stroke (intake and exhaust valve closing), and exhaust stroke (exhaust valve exhaust)" four-stroke cycle operation mode becomes: a two-stroke cycle operation mode of "intake stroke (intake valve intake), exhaust stroke (intake valve exhaust), intake stroke (intake valve intake), exhaust stroke (exhaust valve exhaust)"; the running resistance of the engine is reduced, so that the oil consumption of the running vehicle is reduced on the premise of not changing the braking efficiency and reliability of the original vehicle; the circulation mode can be changed when the automobile needs to be decelerated with gears, and the method is as follows: the "intake stroke (intake valve intake), compression stroke (intake and exhaust valve closing), expansion stroke (intake and exhaust valve closing), and exhaust stroke (exhaust valve exhaust)" four-stroke cycle operation mode becomes: the engine is operated in a cycle operation mode of an intake stroke (intake of an intake valve), a compression stroke (when the compression stroke is nearly finished, the first exhaust valve is deflated), a vacuumizing stroke (the first exhaust valve is closed after the original expansion stroke is started), and an exhaust stroke (exhaust of an exhaust valve), so that the engine has a braking and retarding effect.

The technical scheme adopted by the invention is as follows: the engine oil cylinder comprises a cylinder cover, an air inlet camshaft, an air inlet rocker arm shaft, an air inlet rocker arm, a variable cycle rocker arm, an air inlet valve, a first positioning spring, a first roller bearing, a second roller bearing, a first timing piston, a first synchronous piston, a first blocking piston, a first reset spring, a first engine oil pipe, an exhaust camshaft, an exhaust valve rocker arm shaft, a first exhaust valve rocker arm, an air exhaust rocker arm, a second exhaust valve rocker arm, a first exhaust valve, a second positioning spring, a third roller bearing, a fourth roller bearing, a fifth roller bearing, a second timing piston, a second synchronous piston, a second blocking piston, a second reset spring, a second engine oil pipe, an electromagnetic valve, an electric engine oil pump, a pressure stabilizing valve and a control circuit.

The intake camshaft, the exhaust camshaft, the intake valve rocker shaft and the exhaust valve rocker shaft are all arranged on the cylinder cover, and the arrangement and the installation mode of the intake camshaft, the exhaust camshaft, the intake valve rocker shaft and the exhaust valve rocker shaft are similar to those of a double overhead camshaft engine (DOHC) with double rocker shafts.

And the section of the air inlet cam shaft corresponding to each cylinder is provided with an air inlet cam and a variable cycle cam. And the corresponding section of the air inlet rocker arm shaft of each air cylinder is provided with an air inlet rocker arm and a variable circulation rocker arm which are in clearance fit.

The intake valve rocker arm is provided with a first roller bearing, an intake positioning floating platform, a first oil duct, a first synchronizing piston hole and an intake rocker arm mounting hole, the first synchronizing piston hole is communicated with the first oil duct, and a first timing piston and a first synchronizing piston are mounted in the first synchronizing piston hole.

The variable circulation rocker arm is provided with a second roller bearing and is provided with a first positioning plane, a first stop piston hole and a variable circulation rocker arm mounting hole, and a first stop piston and a first return spring are mounted in the first stop piston hole; a first positioning spring is arranged between the swing end of the variable circulation rocker arm and the cylinder cover, one end of the first positioning spring is propped against the swing end of the variable circulation rocker arm, and the other end of the first positioning spring is propped against the cylinder cover.

A first oil port in the inlet valve rocker arm is arranged opposite to a first oil hole on the inlet valve rocker arm shaft; the interface of the first engine oil pipe A4 is communicated with the first hollow oil passage on the intake valve rocker shaft, the interface of the first engine oil pipe A3 is communicated with the interface A1 of the electromagnetic valve, and the interface A2 of the electromagnetic valve is connected with an oil outlet pipe of the electric oil pump: when an air inlet positioning floating platform on the inlet valve rocker arm is contacted with a first positioning plane on the variable circulation rocker arm, the central lines of the first synchronous piston hole and the first blocking piston hole are in a superposition state.

And a first exhaust cam, an air bleeding cam and a second exhaust cam are arranged on the section of the exhaust cam shaft corresponding to each cylinder. The section of exhaust rocker arm shaft corresponding to each cylinder is provided with a first exhaust valve rocker arm, an exhaust rocker arm and a second exhaust valve rocker arm which are in clearance fit.

The first exhaust valve rocker arm is provided with a third roller bearing, an exhaust positioning floating platform, a second oil duct, a second synchronous piston hole and a first exhaust rocker arm mounting hole, the second synchronous piston hole is communicated with the second oil duct, and a second timing piston and a second synchronous piston are mounted in the second synchronous piston hole.

And a fourth roller bearing is arranged on the second exhaust valve rocker arm and is provided with a second exhaust rocker arm mounting hole.

The deflation rocker arm is provided with a fifth roller bearing and a second positioning plane, a second stop piston hole and a deflation rocker arm mounting hole, and a second stop piston and a second return spring are mounted in the second stop piston hole; and a second positioning spring is arranged between the swing end of the air release rocker arm and the cylinder cover, one end of the second positioning spring is propped against the swing end of the air release rocker arm, and the other end of the second positioning spring is propped against the cylinder cover.

A second oil port in the first valve rocker arm is arranged opposite to a second oil hole on the exhaust valve rocker arm shaft; the interface of the second engine oil pipe C4 is communicated with the second hollow oil duct on the exhaust valve rocker shaft, the interface of the second engine oil pipe C3 is communicated with the interface of the C1 of the electromagnetic valve, the interface of the C2 of the electromagnetic valve is connected with the oil outlet pipe of the electric engine oil pump, and when the exhaust positioning floating platform of the first exhaust valve rocker arm is contacted with the second positioning plane of the exhaust rocker arm, the central lines of the second synchronous piston hole and the second gear blocking piston hole are in a superposition state.

The pressure stabilizing valve is arranged on the oil outlet pipe; the control circuit can control the conduction or the cut-off of the first magnetic coil and the power circuit of the motor oil pump, and the control circuit can also control the conduction or the cut-off of the second magnetic coil and the power circuit of the motor oil pump.

A three-valve overhead double-camshaft engine gas distribution system is a technical scheme specially developed for an air inlet supercharged engine, when the air inlet supercharged engine is in a traditional four-cycle running state of power output, an air inlet cam in an air inlet camshaft drives an air inlet valve rocker arm by driving a first roller bearing, so that an air inlet valve is opened in an air inlet stroke, and meanwhile, the air inlet valve rocker arm drives a variable cycle rocker arm to swing through an air inlet positioning floating platform; and during the compression stroke and the power stroke, the variable-cycle cam in the intake camshaft drives the second roller bearing to realize idle free oscillation of the variable-cycle rocker arm. During the exhaust stroke, the variable-cycle rocker arm enables the first positioning plane to be in contact with the air inlet positioning floating platform under the action of the first positioning spring; meanwhile, a first exhaust cam and a second exhaust cam in the exhaust cam shaft can drive a first exhaust valve rocker arm and a second exhaust valve rocker arm to shake by driving a third roller bearing and a fourth roller bearing respectively, so that the first exhaust valve and the second exhaust valve are opened, and the combusted exhaust gas is exhausted out of the cylinder; meanwhile, the exhaust positioning floating platform of the first exhaust valve rocker arm also drives the exhaust rocker arm to swing; during the period from the end of the compression stroke to the beginning of the expansion stroke, the air bleeding cam in the exhaust cam shaft drives the air bleeding rocker arm to idle and freely rock by driving the fifth roller bearing.

When the automobile enters a sliding state with a gear and needs to reduce the running resistance of an engine, the control circuit is connected with a second magnetic coil of the electromagnetic valve and a power circuit of the electric oil pump to enable the electric oil pump to pump out engine oil, and a first timing piston is pushed through the distribution of the electromagnetic valve so as to push a first synchronous piston to enter a first gear blocking piston hole, so that after an intake valve rocker arm and a variable cycle rocker arm are connected into a whole, an intake valve is driven by an intake cam in a cam shaft to be opened during the original intake stroke of the engine; the variable-cycle cam in the camshaft is also driven, so that the intake valve is kept open during the original compression stroke, the air in the cylinder is discharged out of the cylinder, the engine does not need to compress the air in the cylinder during the original compression stroke, the consumption of the inertia kinetic energy of the automobile is reduced, and the intake valve is closed at the end of the original compression stroke; after the original expansion stroke begins, the variable-cycle cam drives the variable-cycle rocker arm and the intake valve rocker arm again, the intake valve is opened to reduce the negative pressure resistance of the piston descending, and when the original expansion stroke is nearly finished, the variable-cycle cam is separated from the variable-cycle rocker arm, and the intake valve is closed. During the exhaust stroke, the exhaust valve is opened, and the variable cycle cam is separated from the variable cycle rocker arm; the engine is put into a two-stroke cycle operation mode of "intake stroke (intake valve intake), exhaust stroke (intake valve exhaust), intake stroke (intake valve intake), exhaust stroke (exhaust valve exhaust)".

When the automobile enters a base gear deceleration running state and needs the engine to provide braking and retarding functions, the control circuit can be connected with a first magnetic coil of the electromagnetic valve and a power supply circuit of the electric oil pump, the electric oil pump pumps out engine oil, a second timing piston is pushed through the distribution of the electromagnetic valve so as to push a second synchronous piston to enter a second gear blocking piston hole, and after the first exhaust valve rocker arm and the exhaust valve rocker arm are connected into a whole, a first exhaust cam and a second exhaust cam in the exhaust cam shaft simultaneously drive a third roller bearing and a fourth roller bearing correspondingly at the same time during the exhaust stroke of the engine, so that the first exhaust valve rocker arm and the second exhaust valve rocker arm rock and open a corresponding first exhaust valve and a corresponding second exhaust valve; when the compression stroke is nearly finished, an air bleeding cam in the exhaust camshaft drives a fifth roller bearing, so that an air bleeding rocker arm drives a first exhaust valve rocker arm to shake and open a corresponding first exhaust valve, and compressed air which consumes the inertia kinetic energy of the automobile and is in the air cylinder is exhausted out of the air cylinder; shortly after the expansion stroke begins, the deflating cam is disengaged from the deflating rocker arm, and the first exhaust valve and the second exhaust valve are closed to increase the negative pressure resistance of the piston descending. The engine is put into a cyclic operation mode of "intake stroke (intake valve intake), compression stroke (first exhaust valve exhaust when the compression stroke is nearly finished), evacuation stroke (first exhaust valve is also closed immediately after the original expansion stroke is started), and exhaust stroke (exhaust valve exhaust)".

The invention has the advantages that: when the vehicle slides with gear and needs to reduce the running resistance of the engine, the vehicle can still obtain the air conditioning efficiency and the power generation efficiency under the corresponding speed without changing the original braking reliability of the vehicle, neutral gear or clutch treading, the engine does not need to compress the gas in the cylinder, and the oil saving efficiency is high; when the vehicle needs the engine braking and retarding efficiency during the deceleration operation, the engine can automatically change to the operation similar to the working condition of the air compressor, thereby providing the engine braking and retarding effect.

Description of the drawings

The invention will be further described with reference to the accompanying drawings in which:

FIG. 1 is a schematic view of the intake camshaft of the present invention, and the relative positions of the cams.

Fig. 2 is a schematic diagram showing the relative relationship between the intake camshaft and each cam, and the intake valve rocker arm and the variable cycle rocker arm according to the present invention.

FIG. 3 is a schematic diagram of the relationship between the intake valve rocker arm and the intake valve and intake cam of the present invention.

Fig. 4 is a schematic diagram of the corresponding position relationship between the variable cycle rocker arm and the variable cycle cam of the invention.

Fig. 5 is a schematic structural view of the electromagnetic valve and the motor oil pump of the present invention.

FIG. 6 is a schematic view of the exhaust camshaft of the present invention, and the relative positions of the cams.

Fig. 7 is a schematic diagram of the exhaust camshaft and the relative relationship of the cams to the first, second, and third exhaust rocker arms of the present invention.

Fig. 8 is a schematic diagram showing the correspondence relationship between the first exhaust rocker arm, the first exhaust valve, and the exhaust cam according to the present invention.

FIG. 9 is a schematic diagram showing the relationship between the positions of the deflation rocker arm and the deflation cam according to the present invention.

Fig. 10 is a schematic diagram showing the correspondence relationship between the second exhaust valve rocker arm, the second exhaust valve and the exhaust cam according to the invention.

In the figure: 101. an intake camshaft, 102, an intake cam, 103, a variable cycle cam, 105, an intake rocker arm, 106, a variable cycle rocker arm, 108, an intake rocker arm shaft, 109, a first oil hole, 110, a first timing piston, 111, a first synchronizing piston, 112, a first hollow oil passage, 113, an intake positioning float, 116, a first oil passage, 117, a first return spring, 118, a first blocking piston, 120, a first blocking piston hole, 121, a first synchronizing piston hole, 124, a first positioning plane, 126, a first positioning spring, 132, a first oil pipe, 133, a first roller bearing, 134, a second roller bearing, 155, an intake rocker arm mounting hole, 156, a variable cycle rocker arm mounting hole, 201, an exhaust camshaft, 202, a first exhaust cam, 203, an exhaust cam, 204, a second exhaust cam, 205, a first exhaust rocker arm, 206, a bleed rocker arm, 207, a second exhaust rocker arm, 208. an exhaust valve rocker shaft 209, a second engine oil hole 210, a second timing piston 211, a second synchronizing piston 212, a second hollow oil gallery 213, an exhaust positioning float table 216, a second oil gallery 217, a second return spring 218, a second blocking piston 220, a second blocking piston hole 221, a second synchronizing piston hole 224, a second positioning plane 226, a second positioning spring 232, a second engine oil pipe 233, a third roller bearing 234, a fifth roller bearing 235, a fourth roller bearing 235, a first exhaust rocker arm mounting hole 255, a bleed rocker arm mounting hole 256, a second exhaust rocker arm mounting hole 257, an intake valve 311, a first exhaust valve 321, a first exhaust valve 322, a second exhaust valve 323, a cylinder head 437, an electromagnetic valve, a first valve spool 438, a first valve spool 439, a second valve spool 440, a third valve spool 441, a fourth valve spool 442, a surge tank valve 443, an electric engine oil pump, 444. the oil outlet pipe 445, the control circuit 446, the third return spring 447, the fourth return spring 449, the second magnetic coil 450, the first magnetic coil 460 and the valve body.

Detailed description of the preferred embodiments

The air distribution system of the three-valve overhead double-camshaft engine consists of a valve body, a valve seat, a valve cover, a valve seat and a valve seat; the cylinder head 323, the intake camshaft 101, the intake valve rocker arm shaft 108, the intake valve rocker arm 105, the variable cycle rocker arm 106, the first roller bearing 133, the second roller bearing 134, the first blocking piston hole 125, the first positioning spring 126, the first timing piston 110, the first synchronizing piston 111, the first blocking piston 118, the first return spring 117, the intake valve 311, the first engine oil pipe 132, the exhaust camshaft 201, the exhaust valve rocker arm shaft 208, the first exhaust valve rocker arm 205, the engine oil control system comprises a second exhaust valve rocker arm 207, a deflation rocker arm 206, a second positioning spring 226, a third roller bearing 233, a fourth roller bearing 235, a fifth roller bearing 234, a second timing piston 210, a second synchronizing piston 211, a second blocking piston 218, a second return spring 217, a first exhaust valve 321, a second exhaust valve 322, a second engine oil pipe 232, an electromagnetic valve 437, an electric motor oil pump 443, a pressure stabilizing valve 442 and a control circuit 445.

As shown in fig. 1, an intake cam 102 and a variable cycle cam 103 are provided on an intake camshaft 101. When the intake camshaft 101 rotates in the n direction: the valve timing relationship between the intake cam 101 and the variable cycle cam 103.

As shown in fig. 2, the intake cam 102 drives the first roller bearing 133 correspondingly, and the variable cycle cam 103 drives the second roller bearing 134 relatively. The intake rocker arm hole of the intake valve rocker arm 105 and the variable circulation rocker arm hole of the variable circulation rocker arm 106 are both mounted on the intake valve rocker arm shaft 108, and the intake rocker arm hole and the variable circulation rocker arm hole are in clearance fit with the intake valve rocker arm shaft 108. The intake valve rocker arm 105 is provided with a first oil channel 116, a first synchronizing piston hole 121 and an intake positioning floating platform 113, the first oil channel 116 is communicated with the first synchronizing piston hole 121, a port of the first oil channel 116 is installed opposite to the first oil hole 109 on the intake valve rocker arm shaft 108, a first timing piston 110 and a first synchronizing piston 111 are installed in the first synchronizing piston hole 121, and a first roller bearing 133 is installed on the intake valve rocker arm 105. The variable cycle rocker arm 106 is provided with a first positioning plane 124, a first blocking piston bore 125, a first blocking piston 118 and a first return spring 117 mounted in the first blocking piston bore 125, and a second roller bearing 134 mounted on the variable cycle rocker arm 106. Inside the intake valve rocker shaft 108 is a first hollow oil pipe 112, a first oil hole 109 is formed in the first hollow oil pipe 112, and the first hollow oil pipe 112 is communicated with an A4 port of the first engine oil pipe 132. When the intake positioning float 113 contacts the first positioning plane 114, the center lines of the first synchronizing piston hole 121 and the first blocking piston hole 125 coincide with each other.

As shown in fig. 3, the intake valve rocker arm 105 is mounted on the intake valve rocker shaft 108 in a clearance fit, and the first roller bearing 133 is mounted on the intake valve rocker arm 105. The intake valve rocker arm 105 is provided with a first oil channel 116, a first synchronizing piston hole 121, an intake positioning floating platform 113 and an intake rocker arm hole 155, the first oil channel 116 is communicated with the first synchronizing piston hole 121, and when the intake cam 102 drives the first roller bearing 133, the rotating end of the intake valve rocker arm 105 can rotate around the intake valve rocker shaft 108, so that the oscillating end of the intake valve rocker arm 105 pushes the intake valve 311.

As shown in fig. 4, the variable cycle rocker arm 106 is mounted on the intake rocker shaft 108 in a clearance fit, the variable cycle rocker arm 106 is provided with a first positioning plane 124, a first stopper piston bore 125, and a variable cycle rocker arm mounting bore 156, and the second roller bearing 134 is mounted on the variable cycle rocker arm 106. When the variable cycle cam 103 drives the second roller bearing 134, the rotating end of the variable cycle rocker arm 106 may be caused to rotate about the intake rocker arm shaft 108, causing the oscillating end of the variable cycle rocker arm 106 to compress the first positioning spring 126.

As shown in fig. 5, the intake valve rocker arm 105 is mounted with a first roller bearing 133, and the variable cycle rocker arm 106 is mounted with a second roller bearing 134: the intake valve rocker arm 105 and the variable cycle rocker arm 106 are both mounted on an intake valve rocker arm shaft 108, and the mounting fit is clearance fit: the first hollow oil tube 112 communicates with the a4 interface of the first oil tube 132: the A1 port of solenoid valve 437 is in communication with the A3 port of first engine oil line 132. The first exhaust valve rocker arm 205 is provided with a third roller bearing 233, the second exhaust valve rocker arm 207 is provided with a fourth roller bearing 235, and the air release rocker arm 206 is provided with a fifth roller bearing 234: the first exhaust rocker arm 205, the second exhaust rocker arm 207 and the bleeder rocker arm 206 are all mounted on an exhaust rocker shaft 208 in a clearance fit: the second hollow oil pipe 212 is communicated with a C4 interface of the second engine oil pipe 232, and a C1 interface of the electromagnetic valve 437 is communicated with a C3 interface of the second engine oil pipe 232; the oil outlet pipe 444 is communicated with an A2 interface, a B2 interface, a C2 interface of the electromagnetic valve 437 and an oil outlet of the motor oil pump 443, and the oil outlet pipe 444 is provided with a pressure stabilizing valve 442. The solenoid valve 437 is composed of a first magnetic coil 450, a second magnetic coil 449, a third return spring 446, a fourth return spring 447, a first valve spool 438, a second valve spool 439, a third valve spool 440 and a fourth valve spool 441 of a valve body 460, wherein the first valve spool 438, the second valve spool 439, the third valve spool 440 and the fourth valve spool 441 are rigidly connected, and a B1 port is an oil drain port. The control circuit 445 can control the connection or disconnection between the first magnetic coil 450 and the power circuit of the motor oil pump 443; the control circuit 445 can also control the connection or disconnection between the second magnetic coil 449 and the power circuit of the motor oil pump 443.

As shown in fig. 6, exhaust camshaft 201 is provided with vector first exhaust cam 202, bleeder cam 203, and second exhaust cam 204. When the exhaust camshaft 201 rotates in the n direction: the valve timing relationship of the first exhaust cam 201, the second exhaust cam 204 and the deflate cam 203.

As shown in fig. 7, the third roller bearing 233 is driven by the first exhaust cam 202, and the fifth roller bearing 234 is driven by the deflate cam 203. The fourth roller bearing is driven by the second exhaust cam 204. The first exhaust rocker arm 205, the second exhaust rocker arm 207, and the bleeder rocker arm 206 are all mounted on an exhaust rocker shaft 208 in a clearance fit. The first exhaust valve rocker arm 206 is provided with a second oil channel 216, a second synchronizing piston hole 221 and an exhaust positioning float table 213, the second oil channel 216 is communicated with the second synchronizing piston hole 221, a port of the second oil channel 216 is installed opposite to a second oil hole 209 on the exhaust valve rocker arm shaft 208, a second timing piston 210 and a second synchronizing piston 211 are installed in the second synchronizing piston hole 221, and a third roller bearing 233 is installed on the first exhaust valve rocker arm 205. The deflate rocker arm 206 is provided with a second stopper piston hole 220 and a second positioning plane 224, a second stopper piston 218 and a second return spring 217 are installed in the second stopper piston hole 220, and a fifth roller bearing 234 is installed on the deflate rocker arm 206. A fourth roller bearing is mounted on the second exhaust valve rocker arm 207. The exhaust valve rocker shaft 208 is internally provided with a second hollow oil pipe 212, the second hollow oil pipe 212 is provided with a second oil hole 209, the second oil hole 209 and a second oil channel 216 are oppositely arranged, and the second hollow oil pipe 212 is communicated with a C4 port of a second engine oil pipe 232. When the exhaust positioning float 213 is in contact with the second positioning plane 224, the second synchronizing piston hole 221 coincides with the center line of the second stopper piston hole 224.

As shown in fig. 8, the first exhaust rocker arm 205 is mounted on the exhaust rocker shaft 208 in a clearance fit. The first exhaust valve rocker arm 205 is provided with a second oil channel 216, a second synchronizing piston hole 221, an exhaust positioning float table 213 and a first exhaust valve rocker arm mounting hole 255, the second oil channel 216 is communicated with the second synchronizing piston hole 221, the port of the second oil channel 216 is arranged opposite to the second oil hole 209 on the exhaust valve rocker arm shaft 208, when the first exhaust cam 202 drives the third roller bearing 233, the rotating end of the first exhaust valve rocker arm 205 can rotate around the exhaust valve rocker arm shaft 208, and the swinging end of the first exhaust valve rocker arm 205 pushes the first exhaust valve 321.

As shown in FIG. 9, deflate rocker arm 206 is provided with a second detent plane 224, a second blocker piston bore 220, and a deflate rocker arm mounting bore 256, and fifth roller bearing 234 is mounted on deflate rocker arm 206. When the bleeder cam 203 drives the fifth roller bearing 234, the rotating end of the bleeder rocker arm 206 may be caused to rotate about the exhaust valve rocker shaft 208, causing the swinging end of the bleeder rocker arm 206 to compress the second detent spring 226.

As shown in fig. 10, the second exhaust valve rocker arm 207 is provided with a second exhaust rocker arm mounting hole and is mounted on the exhaust valve rocker shaft 208 in a clearance fit, and a fourth roller bearing 235 is mounted on the second exhaust valve rocker arm 207. When the second exhaust cam 206 drives the fourth roller bearing 235, the rotating end of the second exhaust valve rocker arm 207 may be caused to rotate about the exhaust valve rocker shaft 208, causing the rocking end of the second exhaust valve rocker arm 207 to push the second exhaust valve 322.

The working process of the invention is as follows:

1. when the three-valve overhead double-camshaft engine is required to be in four-stroke operation to output power, the control circuit 445 is connected with a power supply circuit of an engine oil sprayer, so that the oil sprayer can spray oil under the control of a computer (ECU); meanwhile, the power supply circuit of the first magnetic coil 450, the second magnetic coil 449 and the motor oil pump 443 of the solenoid quarrel 437 is disconnected, the motor oil pump 443 stops working immediately, the first spool 438, the second spool 439, the third spool 440 and the fourth spool 441 of the solenoid 437 are positioned at positions where the a1 port, the a2 port, the B1 port, the B2 port, the C1 port and the C2 port can be communicated with each other under the combined action of the third return spring 446 and the fourth return spring 447, so that the engine oil in the oil outlet pipe 444, the first hollow oil pipe 112, the first engine oil pipe 132, the second hollow oil pipe 212 and the second engine oil pipe 232 can drain out and flow back to the oil pan through the B1 port. This also results in the first timing piston 110 and the second timing piston 210 having no oil pressure. The first synchronizing piston 118 cannot enter the first blocking piston bore 125 under the action of the first return spring 117; under the action of the second return spring 217, the second synchronizing piston 211 cannot enter the second blocking piston bore 220. In this case, the intake valve rocker arm 105 can only be rocked by the drive of the intake cam 102, and the intake valve 311 is opened during the intake stroke, and the variable cycle rocker arm 106 can be rocked ineffectively by the drive of the variable cycle cam 103 alone or with the intake valve rocker arm 105 by the intake positioning float 113. The first exhaust valve rocker arm 205 and the second exhaust valve rocker arm 207 can only rock under the drive of the first exhaust cam 202 and the second exhaust cam 207, and open the corresponding first exhaust valve 321 and the corresponding second exhaust valve 322 in the exhaust stroke; the bleeder rocker arm 206 may rock independently under actuation of the bleeder cam 203, but also with the first exhaust rocker arm 205 under actuation of the exhaust positioning float 213.

2. When the automobile needs to slide with a gear and the three-valve overhead double-camshaft engine needs to reduce the running resistance, the control circuit 445 disconnects the power circuit of the engine oil sprayer, so that the oil sprayer can not spray oil under the control of a computer (ECU); meanwhile, the second magnetic coil 449 of the solenoid quarrel 437 and the power circuit of the motor oil pump 443 are turned on, and after the first valve spool 438, the second valve spool 439, the third valve spool 440, and the fourth valve spool 441 of the solenoid 437 compress the fourth return spring 447 under the action of magnetic force, the fourth valve spool 441 is in a position for closing the C1 port, the C2 port, and the second valve spool 439 is in a position for closing the B1 port and the B2 port. The electric motor oil pump 443 operates to pump out the engine oil, which enters the first synchronizing piston hole 121 through the oil outlet pipe 444, the a2 port, the a1 port, the first engine oil pipe 132, the first hollow oil pipe 112, the first oil hole 109, and the first oil gallery 116 to push the first timing piston 110, and the first timing piston 110 pushes the first synchronizing piston 118 into the first stopper piston hole 125 during the contact of the intake positioning float 113 with the first positioning plane 124. The intake valve rocker arm 105 and the variable cycle rocker arm 106 are connected into a whole, and the intake valve rocker arm 105 and the variable cycle rocker arm 106 rock under the driving of the intake cam 102, the corresponding intake valve 311 is opened in the original intake stroke, the intake valve 311 is also rocked under the driving of the variable cycle cam 103, the intake valve 311 is opened in the original compression stroke, the intake valve 311 is closed until the original compression stroke is finished, the intake valve 311 is opened in the original expansion stroke, and the intake valve 311 is closed when the original expansion stroke is nearly finished; the automobile engine under the dragging of the automobile driving wheel through the transmission system is then converted from the high-resistance operation of the four-stroke cycle into the two-stroke cycle operation mode of 'intake stroke (intake valve intake), exhaust stroke (intake valve exhaust), intake stroke (intake valve intake) and exhaust stroke (exhaust valve exhaust') so as to reduce the operation resistance of the three-valve overhead double-camshaft engine. When the oil pressure in the oil outlet pipe 444 is higher than the set value, the oil is discharged back to the oil pan through the surge valve 442.

3. When the automobile needs to be decelerated by a gear and needs a three-valve overhead double-camshaft engine to increase the running resistance to generate braking and decelerating efficiency, the control circuit 445 disconnects the power circuit of the oil sprayer of the engine to ensure that the oil sprayer can not spray oil under the control of a computer (ECU); meanwhile, the power circuit of the first magnetic coil 450 of the solenoid quarrel 437 and the motor oil pump 443 is turned on, and after the first valve spool 438, the second valve spool 439, the third valve spool 440 and the fourth valve spool 441 of the solenoid 437 compress the third return spring 446 under the action of magnetic force, the first valve spool 438 is at a position where the port a1 is closed, the port a2 is closed, and the third valve spool 440 is at the port B1 and the port B2. The motor oil pump 443 operates to pump out oil, which enters the second synchronizing piston hole 221 through the oil outlet pipe 444, the C2 port, the C1 port, the second oil pipe 232, the second hollow oil pipe 212, the second oil hole 209 and the second oil passage 216 to push the second timing piston 210, and the second timing piston 210 pushes the second synchronizing piston 211 into the second stopper piston hole 220 during the contact of the exhaust positioning float 213 with the second positioning plane 224. In this case, the first exhaust rocker arm 205 and the bleed rocker arm 206 are integrally connected, and both swing by the first exhaust cam 202 and the second exhaust cam 204, the corresponding first exhaust valve 321 and second exhaust valve 322 are opened in the exhaust stroke, and are also driven by the bleeder cam 203 to rock, the first exhaust valve 321 is opened when the piston is near the top dead center at the end of the compression stroke, the automobile engine is immediately changed into a circulating operation mode of 'intake stroke (intake valve intake), compression stroke (pressure relief through the first exhaust valve near the end), expansion stroke (intake valve close vacuumizing after the beginning and exhaust valve close vacuumizing) and exhaust stroke (exhaust valve exhaust)' under the dragging of an automobile driving wheel through a transmission system, the running resistance of the three-valve overhead double-camshaft engine is increased, and the compressed air which consumes the inertia kinetic energy of the automobile is exhausted out of the cylinder through the exhaust valve. When the oil pressure in the oil outlet pipe 444 is higher than the set value, the oil is discharged back to the oil pan through the surge valve 442.