CN109854325B - Two-stroke auxiliary braking mechanism - Google Patents
Two-stroke auxiliary braking mechanism Download PDFInfo
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- CN109854325B CN109854325B CN201910236812.9A CN201910236812A CN109854325B CN 109854325 B CN109854325 B CN 109854325B CN 201910236812 A CN201910236812 A CN 201910236812A CN 109854325 B CN109854325 B CN 109854325B
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Abstract
A two-stroke auxiliary braking mechanism belongs to the field of engine driving, cylinder stopping and braking. The mechanism mainly comprises an intake/exhaust valve assembly, an intake driving cam, an intake braking cam, an exhaust driving cam, an exhaust braking cam, an intake driving tappet cup, an intake braking tappet cup, an exhaust driving tappet cup, an exhaust braking tappet cup, an intake driving rocker arm, an intake braking rocker arm, an exhaust driving rocker arm, an exhaust braking rocker arm and the like. Different tappet types are selected according to the needs of the engine, so that the reliable maintenance and flexible switching of multiple modes such as engine staged driving, two-stroke staged braking and the like can be realized, and the speed is improved by about 100% compared with that of decompression braking at high speed; compared with the air release braking, the air release braking is improved by about 215 percent, and the economical efficiency, the emission and the driving safety of the vehicle are greatly improved. The mechanism has compact structure and is beneficial to the application of the engine with small cylinder center distance.
Description
Technical Field
The invention relates to a two-stroke auxiliary braking mechanism, and belongs to the field of engine driving, cylinder stopping and braking.
Background
With the rapid increase of the engine conservation amount, the energy and environmental problems become one of the major problems restricting the sustainable development of China. The engine of truck has less stored quantity than petrol engine, but has high fuel consumption and bad emission due to large single machine discharge, long driving mileage and so on. Studies have shown that: by adopting the cylinder deactivation technology, the fuel economy and the emission of the engine can be greatly improved. In addition, the long slopes and steep slopes of the roads in China are numerous, the loading amount of the trucks is higher than the foreign standard, and the overload and overspeed problems of the trucks are serious, which all cause frequent traffic accidents of the trucks responsible for the roads in China, and the oversized dangerous traffic accidents are mainly caused by large trucks. The problems that the braking power is reduced rapidly due to overheat and the like are easy to cause when a main braking system and a transmission system retarder such as an electromagnetic type retarder, an electric vortex type retarder and the like work for a long time, and the problems are not caused in engine braking. The braking power of the two-stroke auxiliary braking technology is higher than that of the existing four-stroke braking technology, and the two-stroke auxiliary braking technology is a future development trend. For current compact engines with small cylinder distances, spatial arrangement is one of the key and difficulties in designing valve actuation mechanisms. Therefore, it is urgent to study a valve drive mechanism having a drive mode, a cylinder deactivation mode, and a two-stroke braking mode (hereinafter, referred to as a two-stroke auxiliary braking mechanism).
Disclosure of Invention
The invention aims at: by designing a two-stroke auxiliary braking mechanism, the two-stroke auxiliary braking mechanism is used for realizing: in order to reduce the fuel consumption and emission of the engine and improve the driving safety of the vehicle, a two-stroke auxiliary braking mechanism is required to realize a driving mode, a cylinder stopping mode and a two-stroke braking mode, and the two-stroke auxiliary braking mechanism is flexibly switched among the modes; in order to meet the arrangement requirement of the small-cylinder-center-distance engine, the mechanism is required to be compact in structure.
The technical scheme adopted by the invention is as follows: a two-stroke auxiliary braking mechanism comprises an intake valve assembly, an exhaust valve assembly, an intake driving cam, an intake braking cam, an exhaust driving cam, an exhaust braking cam, an intake driving tappet cup, an intake braking tappet cup, an exhaust driving tappet cup, an exhaust braking tappet cup, an intake driving rocker arm, an intake braking rocker arm, an exhaust driving rocker arm and an exhaust braking rocker arm.
The intake drive cam has at least one lobe in the intake stroke, the intake brake cam has at least one lobe near each bottom dead center, the exhaust drive cam has at least one lobe in the exhaust stroke, and the exhaust brake cam has at least one lobe near each top dead center.
The air inlet driving tappet cup and/or the air exhaust driving tappet cup adopt driving components, and the air inlet braking tappet cup and/or the air exhaust braking tappet cup adopt braking components.
The air inlet driving cam drives the air inlet valve assembly through the air inlet driving tappet cup and the air inlet driving rocker arm, the air inlet braking cam drives the air inlet valve assembly through the air inlet braking tappet cup and the air inlet braking rocker arm, the air exhaust driving cam drives the air outlet valve assembly through the air exhaust driving tappet cup and the air exhaust driving rocker arm, and the air exhaust braking cam drives the air outlet valve assembly through the air exhaust braking tappet cup and the air exhaust braking rocker arm.
The first rocker arm return spring provides a spring force to keep the intake brake rocker arm in constant contact with the intake brake tappet, and the second rocker arm return spring provides a spring force to keep the exhaust brake rocker arm in constant contact with the exhaust brake tappet.
The air inlet driving rocker arm drives the first air inlet valve assembly through the first air inlet valve bridge, the air inlet driving rocker arm drives the second air inlet valve assembly through the first air inlet valve bridge and the air inlet transmission block, the air inlet braking rocker arm drives the second air inlet valve assembly through the air inlet transmission block, and the air inlet transmission block moves or swings directly relative to the first air inlet valve bridge. Or the air inlet driving rocker arm drives the first air inlet valve assembly and the second air inlet valve assembly through the second air inlet valve bridge, the air inlet braking rocker arm drives the first air inlet valve assembly and the second air inlet valve assembly through the second air inlet valve bridge, and the third rocker arm reset spring is additionally arranged to provide spring force to keep the air inlet driving rocker arm and the air inlet driving tappet cup in constant contact.
The exhaust driving rocker arm drives the first exhaust valve assembly through the first exhaust valve bridge, and the exhaust driving rocker arm drives the second exhaust valve assembly through the first exhaust valve bridge and the exhaust transmission block, and the exhaust transmission block moves or swings directly relative to the first exhaust valve bridge. Or the exhaust driving rocker arm drives the first exhaust valve assembly and the second exhaust valve assembly through the second exhaust valve bridge, the exhaust braking rocker arm drives the first exhaust valve assembly and the second exhaust valve assembly through the second exhaust valve bridge, and the fourth rocker arm reset spring is additionally arranged to provide spring force to keep the exhaust driving rocker arm and the exhaust driving tappet cup in contact all the time.
The exhaust brake cam may also have at least one lobe near expansion-exhaust bottom dead center and/or at least one lobe near intake-compression bottom dead center.
The intake drive cam and/or the intake brake cam and/or the exhaust drive cam and/or the exhaust brake cam are adjusted by a camshaft phase adjustment mechanism.
The driving assembly at least comprises a first driving assembly and a second driving assembly.
The first driving assembly comprises a driving piston composed of a driving piston body and a blocking block, a driving locking block, a driving pin provided with a driving pin groove, a driving piston sleeve provided with a driving piston sleeve groove, an intermediate oil way and a driving piston hole, a first air release hole, a driving piston hole and a first air release hole, wherein the driving pin is arranged in the driving piston, a driving pin spring is arranged between the driving piston and the driving pin, the driving piston is arranged on the driving piston sleeve, a driving piston spring is arranged between the driving piston and the driving piston sleeve, the driving piston sleeve is arranged on a fixed body, a driving controlled oil cavity is formed between the driving piston and the driving pin, a first oil way led out from the fixed body is connected with the driving controlled oil cavity through the intermediate oil way, the driving locking block is positioned in the driving piston sleeve groove and the driving piston hole when the first oil way is in a low pressure state, the driving locking block is positioned in the driving pin groove and the driving piston hole when the first oil way is in a high pressure state, and the first driving assembly is in a failure state.
The second drive assembly comprises a drive plunger sleeve, the drive plunger sleeve is arranged in the fixed body, a switching pin and a switching pin spring are arranged in the drive plunger sleeve, a drive spring is arranged between the drive plunger sleeve and the drive plunger, a second oil duct and a locking groove are arranged on the drive plunger sleeve, the switching pin is completely positioned in the drive plunger when the second oil duct is at high pressure, the second drive assembly is in a failure state, the switching pin locks the drive plunger sleeve and the drive plunger into a whole when the second oil duct is at low pressure, and the second drive assembly is in a working state.
The brake assembly includes at least a first brake assembly and a second brake assembly.
The first brake component comprises a brake pin provided with a brake pin groove, a brake piston provided with a brake piston hole and a third air release hole, a brake locking block and a brake piston sleeve provided with a brake piston sleeve groove, wherein the brake pin is arranged in the brake piston, a brake pin spring is arranged between the brake pin and the brake piston, the brake piston is arranged in the brake piston sleeve, the brake piston sleeve is arranged in the fixed body, a brake controlled oil cavity is formed among the brake pin, the brake piston and the brake piston sleeve, a third oil duct arranged on the fixed body is connected with the brake controlled oil cavity, when the third oil duct is at low pressure, the brake locking block is positioned in the brake piston hole and the brake pin groove, the first brake component is in a failure state, when the third oil duct is at high pressure, the brake locking block is positioned in the brake piston hole and the brake piston sleeve groove, and the first brake component is in a working state.
The second brake component comprises a second plunger arranged in the first plunger or the fixed body, the first plunger is arranged in the fixed body, a spring is arranged between the first plunger and the second plunger or between the first plunger and the fixed body, a brake oil cavity is formed between the first plunger and the second plunger or between the first plunger and the fixed body, a fourth oil duct is arranged on the fixed body and connected with the brake oil cavity, when the fourth oil duct is connected with a low-pressure source, the second brake component is in a failure state, and when the high-pressure source is connected with the fourth oil duct through a one-way valve, the second brake component is in a working state.
And a tappet-push rod or a tappet-push rod-rocker arm is arranged between the cam and the tappet cup.
In the driving mode, the air inlet driving tappet and the air outlet driving tappet are both in a working state, and the air inlet braking tappet and the air outlet braking tappet are both in a failure state. In the cylinder deactivation mode, the air inlet driving tappet, the air outlet driving tappet, the air inlet braking tappet and the air outlet braking tappet are all in a failure state. In the first four-stroke braking mode, both the intake braking tappet and the exhaust driving tappet are in a working state, and both the intake driving tappet and the exhaust braking tappet are in a failure state. In the second four-stroke braking mode, both the intake driving tappet and the exhaust braking tappet are in a working state, and both the intake braking tappet and the exhaust driving tappet are in a failure state. In the two-stroke braking mode, the air inlet driving tappet and the air outlet driving tappet are both in a working state, and the air inlet braking tappet and the air outlet braking tappet are both in a failure state.
The fixing body is a fixing body commonly used in the field, such as a cylinder body, a cylinder cover, a bracket fixed relative to the cylinder cover and other fixing pieces. The further fixing body can be an integral fixing body and a split fixing body, and the split fixing body comprises a split bushing and a fixing body jacket. The split bushing is integrated with the piston, the plunger, the driving plunger sleeve, the braking plunger sleeve, the first plunger, the second plunger and the like which are arranged in the split bushing respectively, and is arranged on the outer sleeve of the fixed body, so that the serialization and the universalization of parts are facilitated.
The driving locking block and the braking locking block are locking bodies commonly used in the field for realizing switching and locking functions, such as spheres, and are also provided with round tables or cones at two ends, spherical bodies, cambered surfaces and the like, and structures such as cylinders, cylinders and the like in the middle, and inclined surfaces can be manufactured at the two ends to ensure good stress.
The switching pin is a driving pin commonly used in the field for realizing switching and locking functions, can adopt a cylindrical structure, can also be used for processing a spring seat at the spring end of the switching pin, and can be used for processing a locking surface matched with a locking groove at the other end to ensure good stress.
The beneficial effects of the invention are as follows: the two-stroke auxiliary braking mechanism mainly comprises an intake/exhaust valve assembly, an intake driving cam, an intake braking cam, an exhaust driving cam, an exhaust braking cam, an intake driving tappet cup, an intake braking tappet cup, an exhaust driving tappet cup, an exhaust braking tappet cup, an intake driving rocker arm, an intake braking rocker arm, an exhaust driving rocker arm, an exhaust braking rocker arm and the like. (a) Different tappet types are selected according to the needs of the engine, so that the reliable maintenance and flexible switching of multiple modes such as engine staged driving, two-stroke staged braking and the like can be realized, and the speed is improved by about 100% compared with that of decompression braking at high speed; compared with the air release braking, the air release braking is improved by about 215 percent, and the economical efficiency, the emission and the driving safety of the vehicle are greatly improved. (b) The tappet adopts a modularized design, the type of the tappet is selected according to the needs of the vehicle, and the improvement of the existing vehicle and the development of a new vehicle are very beneficial. (c) The mechanism has compact structure and is suitable for the application of the engine with small cylinder diameter distance.
Drawings
The invention will be further described with reference to the drawings and examples.
FIG. 1 is a first schematic illustration of a two-stroke auxiliary brake mechanism.
Fig. 2 is a schematic view of a first drive assembly.
Fig. 3 is a schematic view of a second drive assembly.
Fig. 4 is a schematic view of a first brake assembly.
Fig. 5 is a schematic view of a second brake assembly.
Fig. 6 is a schematic view of a spool valve.
Fig. 7 is a schematic view of a valve bridge and a direct drive transmission block.
Fig. 8 is a schematic view of a valve bridge and a wobble drive block.
Fig. 9 is a schematic view of a valve bridge.
Fig. 10 is a braking effect diagram of the two-stroke auxiliary braking mechanism.
In the figure: CQ1, intake drive cam; CZ1, an intake brake cam; CQ2, exhaust drive cam; CZ2, exhaust brake cam; TQ1, air inlet driving tappet; TZ1, an air inlet brake tappet; TQ2, exhausting and driving the tappet; TZ2, exhaust brake tappet; YQ1, intake driving rocker arm; YZ1, intake brake rocker; YQ2, exhaust drive rocker arm; YZ2, exhaust brake rocker arm; VQ1, first intake valve assembly; VZ1, second intake valve assembly; VQ2, first exhaust valve assembly; VZ2, second exhaust valve assembly; YK1, a first rocker arm reset spring; YK2, a second rocker arm reset spring; BQ1, a first air inlet valve bridge; BZ1, an air inlet transmission block; BQ2, first exhaust valve bridge; BZ2, exhaust drive block; TH1, air inlet brake slide valve; q1, a clamping ring; q2, driving a plunger; q3, switching pin springs; q4, switching pin; q5, a driving spring; q6, driving the plunger sleeve; q7, a second oil duct; q8, blocking; q9, a first bleed hole; q10, a drive pin spring; q11, driving the locking block; q12, split bushing; q13, a fixed body jacket; q14, drive pin slot; q15, drive pin; q16, the drive piston spring; q17, driving the piston sleeve; q18, a second bleed hole; q19, driving a controlled oil cavity; q20, middle oil way; q21, the first oil passage; q22, a drive piston body; z1, a third air vent; z2, braking piston; z3, a brake pin spring; z4, a brake piston sleeve groove; z5, braking locking block; z7, a brake pin; z8, braking a piston sleeve; z9, braking the controlled oil cavity; z10, a third oil duct; z11, second plunger; z12, a first plunger spring; z13, a first plunger; z14, the fourth oil duct; t, low pressure source; p, a high-pressure source; z15, braking control valve; z16, braking a one-way valve; h1, a valve core of the one-way valve; h2, check valve spring; h3, a spool valve core of the spool valve; h4, a slide valve spring; h5, sliding valve split type bushing; h6, spool valve control port; h7, slide valve driving port; h8, a slide valve oil drain port; h9, one-way valve oil outlet; CV1, brake control valve; CV2, driving a control valve; CV3, oil drain valve; BQa, first valve bridge; BZa, a direct drive transmission block; BQb, a second valve bridge; BZb, a swinging drive block; BQc, an integral valve bridge.
Detailed Description
The invention relates to a two-stroke auxiliary braking mechanism. A two-stroke auxiliary braking mechanism comprises an intake valve assembly, an exhaust valve assembly, an intake driving cam CQ1, an intake braking cam CZ1, an exhaust driving cam CQ2, an exhaust braking cam CZ2, an intake driving tappet TQ1, an intake braking tappet TZ1, an exhaust driving tappet TQ2, an exhaust braking tappet TZ2, an intake driving rocker arm YQ1, an intake braking rocker arm YZ1, an exhaust driving rocker arm YQ2 and an exhaust braking rocker arm YZ2.
Examples
FIG. 1 is a schematic illustration of a two-stroke auxiliary brake mechanism. The intake drive cam CQ1 has a protrusion in the intake stroke, the intake brake cam CZ1 has a protrusion near each bottom dead center, the exhaust drive cam CQ2 has a protrusion in the exhaust stroke, and the exhaust brake cam CZ2 has a protrusion near each top dead center and near each bottom dead center. The air inlet driving tappet cup TQ1 and the air outlet driving tappet cup TQ2 adopt second driving components, and the air inlet braking tappet cup TZ1 and the air outlet braking tappet cup TZ2 both adopt second braking components. The intake driving cam CQ1 drives the intake valve assembly through the intake driving tappet TQ1 and the intake driving rocker arm YQ1, the intake braking cam CZ1 drives the intake valve assembly through the intake braking tappet TZ1 and the intake braking rocker arm YZ1, the exhaust driving cam CQ2 drives the exhaust valve assembly through the exhaust driving tappet TQ2 and the exhaust driving rocker arm YQ2, and the exhaust braking cam CZ2 drives the exhaust valve assembly through the exhaust braking tappet TZ2 and the exhaust braking rocker arm YZ2. The first rocker arm return spring YK1 provides a spring force to keep the intake brake rocker arm YZ1 in constant contact with the intake brake tappet TZ1, and the second rocker arm return spring YK2 provides a spring force to keep the exhaust brake rocker arm YZ2 in constant contact with the exhaust brake tappet TZ 2. The air intake driving rocker arm YQ1 drives the first air intake valve assembly VQ1 through the first air intake valve bridge BQ1, the air intake driving rocker arm YQ1 drives the second air intake valve assembly VZ1 through the first air intake valve bridge BQ1 and the air intake transmission block BZ1, the air intake braking rocker arm YZ1 drives the second air intake valve assembly VZ1 through the air intake transmission block BZ1, and the air intake transmission block BZ1 moves directly relative to the first air intake valve bridge BQ 1. The exhaust driving rocker arm YQ2 drives the first exhaust valve assembly VQ2 through the first exhaust valve bridge BQ2, the exhaust driving rocker arm YQ2 drives the second exhaust valve assembly VZ2 through the first exhaust valve bridge BQ2 and the exhaust transmission block BZ2, and the exhaust transmission block BZ2 moves directly relative to the first exhaust valve bridge BQ 2. The intake drive cam CQ1, the intake braking cam CZ1, the exhaust drive cam CQ2, and the exhaust braking cam CZ2 are provided on one camshaft.
Fig. 2 is a schematic view of a first drive assembly. The device comprises a driving piston, a driving locking block Q11, a driving pin Q15, a driving piston sleeve Q17, a driving piston sleeve groove, an intermediate oil way Q20 and a second air release hole Q18, wherein the driving piston consists of a driving piston body Q22 and a blocking block Q8, the driving locking block Q11, the driving pin Q15 is provided with the driving pin groove Q14, the driving piston sleeve Q17 is provided with the driving piston hole and a first air release hole Q9, the driving pin Q15 is arranged in the driving piston, the driving pin spring Q10 is arranged between the driving piston and the driving pin Q15, the driving piston is arranged on the driving piston sleeve Q17, the driving piston is provided with a driving piston spring Q16 between the driving piston and the driving piston sleeve Q17, the driving piston sleeve Q17 is arranged on a split type bushing Q12, the split type bushing Q12 is arranged on a fixed body sleeve Q13, a driving controlled oil cavity Q19 is formed between the driving piston and the driving pin Q15, and a first oil way Q21 led out from the fixed body sleeve Q13 is connected with the driving controlled oil cavity Q19 through an oil way and the intermediate oil way Q20 on the split type bushing Q12. When the first oil duct Q21 is at low pressure, the driving locking block Q11 is positioned in the driving piston sleeve groove and the driving piston hole, and the first driving component is in a working state; when the first oil passage Q21 is at high pressure, the drive lock block Q11 is located in the drive pin groove Q14 and the drive piston hole, and the first drive assembly is in a failure state.
Fig. 3 is a schematic view of a second drive assembly. The novel oil-well hydraulic oil pump comprises a driving plunger Q2, wherein the driving plunger Q2 is arranged in a driving plunger sleeve Q6, the driving plunger sleeve Q6 is installed in a fixed body, a switching pin Q4 and a switching pin spring Q3 are arranged in the driving plunger Q2, a driving spring Q5 is arranged between the driving plunger sleeve Q6 and the driving plunger Q2, and a second oil duct Q7 and a locking groove are formed in the driving plunger sleeve Q6. When the second oil duct Q7 is at high pressure, the switching pin Q4 is completely positioned in the driving plunger Q2, and the second driving component is in a failure state; when the second oil passage Q7 is at low pressure, the switching pin Q4 locks the driving plunger sleeve Q6 and the driving plunger Q2 into a whole, and the second driving assembly is in an operating state.
Fig. 4 is a schematic view of a first brake assembly. It includes a brake pin Z7 provided with a brake pin groove, a brake piston Z2 provided with a brake piston hole and a third air release hole Z1, a brake lock block Z5, and a brake piston sleeve Z8 provided with a brake piston sleeve groove Z4. The brake pin Z7 is arranged in the brake piston Z2, a brake pin spring Z3 is arranged between the brake pin Z7 and the brake piston Z2, the brake piston Z2 is arranged in a brake piston sleeve Z8, the brake piston sleeve Z8 is arranged in a fixed body WK, a brake controlled oil cavity Z9 is formed among the brake pin Z7, the brake piston Z2 and the brake piston sleeve Z8, and a third oil duct Z10 arranged on the fixed body WK is connected with the brake controlled oil cavity Z9. When the third oil duct Z10 is at low pressure, the brake locking block Z5 is positioned in the brake piston hole and the brake pin groove, and the first brake component is in a failure state; when the third oil duct Z10 is at high pressure, the brake locking block Z5 is positioned in the brake piston hole and the brake piston sleeve groove Z4, and the first brake component is in a working state.
Fig. 5 is a schematic view of a second brake assembly. It includes a second plunger Z11 and a first plunger Z13 disposed within a fixed body WK. A first plunger spring Z12 is arranged between the first plunger Z13 and the fixed body WK, a brake oil cavity is formed between the first plunger Z13 and the fixed body, a fourth oil duct Z14 is arranged on the fixed body WK, and the fourth oil duct Z14 is connected with the brake oil cavity. When the fourth oil duct Z14 is connected with the low-pressure source T, the second brake component is in a failure state; when the high-pressure source P is connected with the fourth oil duct Z14 through the brake check valve Z16, the second brake component is in an operating state. The brake control valve Z15 can be a two-position four-way valve independent of the check valve, or can be integrated with the brake check valve Z16, as shown in fig. 6. The brake check valve comprises a check valve core H1, a check valve spring H2 and a slide valve core H3, and a slide valve comprises a slide valve core H3, a slide valve spring H4 and a slide valve split bushing H5. The spool valve drive port H7 is connected to the fourth oil passage Z14. When the slide valve control port H6 is at low pressure, the fourth oil duct Z14 is connected with the slide valve oil drain port H8; when the slide valve control port H6 is at high pressure, the slide valve core H3 compresses the slide valve spring H4, the one-way valve oil outlet H9 is connected with the slide valve driving port H7, and high-pressure oil enters the fourth oil duct Z14 through the brake one-way valve.
The first oil passage Q21, the second oil passage Q7, and the third oil passage Z10 may be controlled in communication with a high-pressure source or a low-pressure source by using two-position three-way valves. The first oil passage Q21, the second oil passage Q7, the third oil passage Z10, and the fourth oil passage Z14 may also be controlled by a control valve and a check valve, for example, a two-position four-way valve independent of the check valve, as shown in fig. 5; as another example, a spool valve with integrated check valve is used, as shown in fig. 6.
The working and failure states of the air inlet driving tappet TQ1, the air inlet braking tappet TZ1, the air outlet driving tappet TQ2 and the air outlet braking tappet TZ2 can be independently controlled by a plurality of hydraulic valves, and grouping control can be performed by a small number of hydraulic valves. In fig. 1, an intake brake tappet TZ1 and an exhaust brake tappet TZ2 are controlled by a brake control valve CV1, and an intake drive tappet TQ1 and an exhaust drive tappet TQ2 are directly controlled by a drive control valve CV 2.
Fig. 7 is a schematic view of a first valve bridge and a direct drive transmission block. It includes a first valve bridge BQa and a direct drive transmission block BZa.
FIG. 8 is a schematic illustration of a second valve bridge and a wobble drive block. It includes a second valve bridge BQb and a wobble drive block BZb. A push rod and other mechanisms can be arranged between the brake cam and the swing type transmission block BZb to ensure that the mechanism has good kinematic and dynamic characteristics.
Fig. 9 is a schematic view of a valve bridge. With the integral valve bridge BQc, it is possible to achieve both the drive mode and the braking mode in which all valve assemblies driven by the integral valve bridge BQc are openable.
The types of the various components are determined according to the needs of the vehicle, and various combinations are within the protection scope of the patent and are not limited to the two-stroke auxiliary braking mechanism shown in fig. 1.
The control method of the two-stroke auxiliary braking mechanism comprises the following steps:
in the driving mode, the air inlet driving tappet TQ1 and the air outlet driving tappet TQ2 are both in a working state, and the air inlet braking tappet TZ1 and the air outlet braking tappet TZ2 are both in a failure state. In the cylinder deactivation mode, the intake driving tappet TQ1, the exhaust driving tappet TQ2, the intake braking tappet TZ1 and the exhaust braking tappet TZ2 are all in a deactivated state. In the first four-stroke braking mode, the air inlet braking tappet TZ1 and the air outlet driving tappet TQ2 are both in working states, and the air inlet driving tappet TQ1 and the air outlet braking tappet TZ2 are both in failure states. In the second type of four-stroke braking mode, both the intake driving tappet TQ1 and the exhaust braking tappet TZ2 are in a working state, and both the intake braking tappet TZ1 and the exhaust driving tappet TQ2 are in a failure state. In the two-stroke braking mode, the air inlet driving tappet TQ1 and the air outlet driving tappet TQ2 are both in working states, and the air inlet braking tappet TZ1 and the air outlet braking tappet TZ2 are both in failure states.
Fig. 10 is a braking effect diagram of the two-stroke auxiliary braking mechanism. The mechanism realizes that the braking power of the engine is greatly improved, and the braking power is improved by about 100% compared with the braking power under the condition of decompression at high speed; the braking is improved by 215% compared with the braking with air leakage. This is extremely advantageous for the improvement of the running safety and the transportation capability of the vehicle.
Claims (6)
1. A two-stroke auxiliary braking mechanism comprises an intake valve assembly and an exhaust valve assembly, and is characterized in that: the novel air conditioner further comprises an air inlet driving cam (CQ 1), an air inlet braking cam (CQ 1), an air outlet driving cam (CQ 2), an air outlet braking cam (CZ 2), an air inlet driving tappet (TQ 1), an air inlet braking tappet (TQ 1), an air outlet driving tappet (TQ 2), an air outlet braking tappet (TZ 2), an air inlet driving rocker arm (YQ 1), an air inlet braking rocker arm (YZ 1), an air outlet driving rocker arm (YQ 2) and an air outlet braking rocker arm (YZ 2);
the intake driving cam (CQ 1) is provided with at least one bulge in an intake stroke, the intake braking cam (CZ 1) is provided with at least one bulge near each bottom dead center, the exhaust driving cam (CQ 2) is provided with at least one bulge in an exhaust stroke, and the exhaust braking cam (CZ 2) is provided with at least one bulge near each top dead center;
the air inlet driving tappet cup (TQ 1) and the air outlet driving tappet cup (TQ 2) adopt driving components, and the air inlet braking tappet cup (TZ 1) and the air outlet braking tappet cup (TZ 2) adopt braking components;
the air intake driving cam (CQ 1) drives the air intake valve assembly through an air intake driving tappet (TQ 1) and an air intake driving rocker arm (YQ 1), the air intake braking cam (CZ 1) drives the air intake valve assembly through an air intake braking tappet (TZ 1) and an air intake braking rocker arm (YZ 1), the air exhaust driving cam (CQ 2) drives the air exhaust valve assembly through an air exhaust driving tappet (TQ 2) and an air exhaust driving rocker arm (YQ 2), and the air exhaust braking cam (CZ 2) drives the air exhaust valve assembly through an air exhaust braking tappet (TZ 2) and an air exhaust braking rocker arm (YZ 2);
the first rocker arm reset spring (YK 1) provides spring force to keep the air inlet brake rocker arm (YZ 1) and the air inlet brake tappet (TZ 1) in constant contact, and the second rocker arm reset spring (YK 2) provides spring force to keep the air outlet brake rocker arm (YZ 2) and the air outlet brake tappet (TZ 2) in constant contact;
the driving assembly at least comprises a first driving assembly and a second driving assembly;
the first driving assembly comprises a driving piston, a driving locking block (Q11), a driving pin (Q15) and a driving piston sleeve (Q17), wherein the driving piston consists of a driving piston body (Q22) and a blocking block (Q8), the driving pin (Q15) is provided with a driving pin groove (Q14), the driving piston sleeve (Q17) is provided with a driving piston hole and a first air release hole (Q9), the driving piston is provided with a driving piston hole and a first air release hole (Q9), the driving pin (Q15) is arranged in the driving piston, a driving pin spring (Q10) is arranged between the driving piston and the driving pin (Q15), the driving piston is arranged on the driving piston sleeve (Q17), a driving piston spring (Q16) is arranged between the driving piston and the driving piston sleeve (Q17), the driving piston sleeve (Q17) is arranged on a fixed body, a driving controlled oil cavity (Q19) is formed between the driving piston and the driving pin (Q15), and a first oil channel (Q21) led out of the fixed body is connected with the driving controlled oil cavity (Q19) through the middle oil channel (Q20); when the first oil duct (Q21) is at low pressure, the driving locking block (Q11) is positioned in the driving piston sleeve groove and the driving piston hole, and the first driving component is in a working state; when the first oil duct (Q21) is at high pressure, the driving locking block (Q11) is positioned in the driving pin groove (Q14) and the driving piston hole, and the first driving component is in a failure state;
the second driving assembly comprises a driving plunger (Q2) arranged in a driving plunger sleeve (Q6), the driving plunger sleeve (Q6) is arranged in the fixed body, a switching pin (Q4) and a switching pin spring (Q3) are arranged in the driving plunger (Q2), a driving spring (Q5) is arranged between the driving plunger sleeve (Q6) and the driving plunger (Q2), and a second oil duct (Q7) and a locking groove are arranged on the driving plunger sleeve (Q6); when the second oil duct (Q7) is at high pressure, the switching pin (Q4) is completely positioned in the driving plunger (Q2), and the second driving component is in a failure state; when the second oil duct (Q7) is at low pressure, the switching pin (Q4) locks the driving plunger sleeve (Q6) and the driving plunger (Q2) into a whole, and the second driving assembly is in a working state;
the brake assembly at least comprises a first brake assembly and a second brake assembly;
the first brake assembly comprises a brake pin (Z7) provided with a brake pin groove, a brake piston (Z2) provided with a brake piston hole and a third air release hole (Z1), a brake locking block (Z5) and a brake piston sleeve (Z8) provided with a brake piston sleeve groove (Z4), wherein the brake pin (Z7) is arranged in the brake piston (Z2), a brake pin spring (Z3) is arranged between the brake pin (Z7) and the brake piston (Z2), the brake piston (Z2) is arranged in the brake piston sleeve (Z8), the brake piston sleeve (Z8) is arranged in a fixed body, a brake controlled oil cavity (Z9) is formed between the brake pin (Z7), the brake piston (Z2) and the brake piston sleeve (Z8), a third oil duct (Z10) arranged on the fixed body is connected with the brake controlled oil cavity (Z9), when the third oil duct (Z10) is in a low pressure state, the brake locking block (Z5) is positioned in the brake piston hole and the brake pin groove, the first brake assembly is in a failure state, and when the third oil duct (Z10) is in the brake piston sleeve groove (Z4) is in a high pressure state;
the second braking component comprises a second plunger (Z11) arranged in a first plunger (Z13) or a fixed body, the first plunger (Z13) is arranged in the fixed body, a spring is arranged between the first plunger (Z13) and the second plunger (Z11) or between the first plunger (Z13) and the fixed body, a braking oil cavity is formed between the first plunger (Z13) and the second plunger (Z11) or between the first plunger (Z13) and the fixed body, a fourth oil duct (Z14) is arranged on the fixed body, the fourth oil duct (Z14) is connected with the braking oil cavity, when the fourth oil duct (Z14) is connected with a low-pressure source, the second braking component is in a failure state, and when the high-pressure source is connected with the fourth oil duct (Z14) through a one-way valve, the second braking component is in a working state.
2. The two-stroke auxiliary brake mechanism according to claim 1, wherein: and a tappet-push rod or a tappet-push rod-rocker arm is also arranged between the cam and the tappet cup.
3. The two-stroke auxiliary brake mechanism according to claim 1, wherein: the air inlet driving rocker arm (YQ 1) drives the first air inlet valve assembly (VQ 1) through the first air inlet valve bridge (BQ 1), the air inlet driving rocker arm (YQ 1) drives the second air inlet valve assembly (VZ 1) through the first air inlet valve bridge (BQ 1) and the air inlet transmission block (BZ 1), the air inlet braking rocker arm (YZ 1) drives the second air inlet valve assembly (VZ 1) through the air inlet transmission block (BZ 1), and the air inlet transmission block (BZ 1) moves or swings directly relative to the first air inlet valve bridge (BQ 1); or the air intake driving rocker arm (YQ 1) drives the first air inlet valve assembly (VQ 1) and the second air inlet valve assembly (VZ 1) through the second air inlet valve bridge, the air intake braking rocker arm (YZ 1) drives the first air inlet valve assembly (VQ 1) and the second air inlet valve assembly (VZ 1) through the second air inlet valve bridge, and a third rocker arm reset spring is additionally arranged to provide spring force to keep the air intake driving rocker arm (YQ 1) and the air intake driving tappet cup (TQ 1) to be always contacted;
the exhaust driving rocker arm (YQ 2) drives the first exhaust valve assembly (VQ 2) through the first exhaust valve bridge (BQ 2), the exhaust driving rocker arm (YQ 2) drives the second exhaust valve assembly (VZ 2) through the first exhaust valve bridge (BQ 2) and the exhaust transmission block (BZ 2), the exhaust braking rocker arm (YZ 2) drives the second exhaust valve assembly (VZ 2) through the exhaust transmission block (BZ 2), and the exhaust transmission block (BZ 2) moves or swings directly relative to the first exhaust valve bridge (BQ 2); or the exhaust driving rocker arm (YQ 2) drives the first exhaust valve assembly (VQ 2) and the second exhaust valve assembly (VZ 2) through the second exhaust valve bridge, the exhaust braking rocker arm (YZ 2) drives the first exhaust valve assembly (VQ 2) and the second exhaust valve assembly (VZ 2) through the second exhaust valve bridge, and the fourth rocker arm reset spring is additionally arranged to provide spring force to keep the exhaust driving rocker arm (YQ 2) and the exhaust driving tappet cup (TQ 2) to be always contacted.
4. The two-stroke auxiliary brake mechanism according to claim 1, wherein: the exhaust brake cam (CZ 2) also has at least one lobe near expansion-exhaust bottom dead center and/or at least one lobe near intake-compression bottom dead center.
5. The two-stroke auxiliary brake mechanism according to claim 1, wherein: the intake drive cam (CQ 1) and/or the intake brake cam (CZ 1) and/or the exhaust drive cam (CQ 2) and/or the exhaust brake cam (CZ 2) are/is regulated by a camshaft phase regulating mechanism (VVT).
6. The two-stroke auxiliary brake mechanism according to claim 1, wherein: in the driving mode, both the air inlet driving tappet (TQ 1) and the air outlet driving tappet (TQ 2) are in working states, and both the air inlet braking tappet (TZ 1) and the air outlet braking tappet (TZ 2) are in failure states; in the cylinder deactivation mode, an air inlet driving tappet (TQ 1), an air outlet driving tappet (TQ 2), an air inlet braking tappet (TZ 1) and an air outlet braking tappet (TZ 2) are all in a failure state; in a first type of four-stroke braking mode, both the air inlet braking tappet (TZ 1) and the air outlet driving tappet (TQ 2) are in working states, and both the air inlet driving tappet (TQ 1) and the air outlet braking tappet (TZ 2) are in failure states; in the second type of four-stroke braking mode, both the air inlet driving tappet (TQ 1) and the air outlet braking tappet (TZ 2) are in working states, and both the air inlet braking tappet (TZ 1) and the air outlet driving tappet (TQ 2) are in failure states; in the two-stroke braking mode, the air inlet driving tappet (TQ 1) and the air outlet driving tappet (TQ 2) are both in working states, and the air inlet braking tappet (TZ 1) and the air outlet braking tappet (TZ 2) are both in failure states.
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| CN201910236812.9A CN109854325B (en) | 2019-03-27 | 2019-03-27 | Two-stroke auxiliary braking mechanism |
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| CN201910236812.9A CN109854325B (en) | 2019-03-27 | 2019-03-27 | Two-stroke auxiliary braking mechanism |
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| CN109854325B true CN109854325B (en) | 2024-01-05 |
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| CN112065526B (en) * | 2020-09-11 | 2022-04-05 | 潍柴动力股份有限公司 | Valve bridge, cylinder deactivation device and engine |
| CN113153478B (en) * | 2021-04-20 | 2022-11-15 | 一汽解放汽车有限公司 | Engine valve driving mechanism and vehicle |
| CN115949483B (en) * | 2023-03-10 | 2023-06-13 | 龙口中宇热管理系统科技有限公司 | In-cylinder braking mechanism of engine and working method |
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