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Engine cylinder deactivation rocker arm response adjusting structure

A technology for adjusting the structure and engine, applied in the direction of engine components, engine control, machine/engine, etc., can solve the problems of adding control ports to the engine, increasing the difficulty of system control, and restricting mass application, so as to facilitate mass application and response High speed, reduced control difficulty and energy consumption

Pending Publication Date: 2019-06-14
MIANYANG FULIN PRECISION MACHINING
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

At present, under the condition of using a single solenoid valve for control, in order to ensure the response speed, the manufacturing precision requirements of the solenoid valve, control oil passage, and cylinder stop rocker arm are all high, which leads to high manufacturing costs and makes mass applications restricted
However, under the condition of using double solenoid valves for control, it will inevitably lead to the addition of control ports for the engine, which will increase the energy consumption of the whole machine, increase the difficulty of system control, and increase the cost of parts accordingly

Method used

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  • Engine cylinder deactivation rocker arm response adjusting structure
  • Engine cylinder deactivation rocker arm response adjusting structure
  • Engine cylinder deactivation rocker arm response adjusting structure

Examples

Experimental program
Comparison scheme
Effect test

Embodiment approach 1

[0025] Such as figure 1 As shown, the throttling mechanism is arranged in the control oil passage 3 on the exhaust side, and the control oil passage 3 on the exhaust side has a Z-shaped structure. By adjusting the control oil passage 3 on the exhaust side and the control oil passage on the intake side, The cross-sectional area of ​​the passage 5 is usually such that the average aperture of the transition oil passage 31 in the exhaust side control oil passage 3 is smaller than the average aperture of other parts of the engine control oil passage. Therefore, through the asymmetrical diameters of the control oil passage 3 on the exhaust side and the control oil passage 5 on the intake side, a throttling mechanism for adjusting pressure can be formed in the control oil passage of the engine cylinder deactivation rocker arm.

Embodiment approach 2

[0027] Such as figure 2 As shown, the throttling mechanism includes an exhaust-side throttling piece 8 and an intake-side throttling piece 9. The exhaust-side throttling piece 8 is installed in the exhaust-side control oil passage 3. The side throttling piece 8 is provided with a through hole communicating with the exhaust side control oil passage 3; usually, the exhaust side throttling piece 8 is fixedly installed in the exhaust side control oil passage in the form of interference fit. within 3. The intake-side throttling piece 9 is installed in the intake-side control oil passage 5, and a through hole communicating with the intake-side control oil passage 5 is opened on the intake-side throttle piece 9; usually, the intake-side throttle The air-side throttling member 9 is usually fixedly installed in the air-intake side control oil passage 5 in a tight fit manner of interference fit.

[0028] The through-holes on the exhaust-side throttling piece 8 and the through-holes o...

Embodiment approach 3

[0030] Such as image 3 As shown, the length of the exhaust-side throttle outlet 81 is greater than or equal to the length of the intake-side throttle outlet 91 , and other structures are the same as those in Embodiment 2. That is, the average aperture of the control oil passage 3 on the exhaust side is smaller than the average aperture of the control oil passage 5 on the intake side by setting independent exhaust-side throttling elements 8 and intake-side throttling elements 9 with asymmetric flow lengths. .

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Abstract

The invention provides an engine cylinder deactivation rocker arm response adjusting structure. The engine cylinder deactivation rocker arm response adjusting structure comprises an exhaust side hydraulic tappet (1), an electromagnetic valve (4) and an air inlet side hydraulic tappet (7), wherein the exhaust side hydraulic tappet (1) is connected with an exhaust deactivation cylinder rocker arm (2), the air inlet side hydraulic tappet (7) is connected with an air inlet cylinder deactivation rocker arm (6), the electromagnetic valve (4) correspondingly communicate with the exhaust side hydraulic tappet (1) and the air inlet side hydraulic tappet (7) through an engine control oil channel, a throttling mechanism used for adjusting pressure is formed in the engine control oil channel, and in the engine control oil channel, the average pore diameter of an exhaust side control oil channel (3) is smaller than the average pore diameter of an air inlet side control oil channel (5). By means ofthe engine cylinder deactivation rocker arm response adjusting structure, the response speed of the air inlet cylinder deactivation rocker arm can be higher than the response speed of the exhaust deactivation cylinder rocker arm, so that the switching failure risk of the exhaust deactivation cylinder rocker arm and the air inlet cylinder deactivation rocker arm is reduced, then the manufacturing precision of related parts is reduced, and then the cost of the parts is reduced.

Description

technical field [0001] The invention relates to the field of engine cylinder deactivation rocker arm adjustment design, in particular to an engine deactivation rocker arm response adjustment structure applied to the sequential pressure control of the engine cylinder deactivation rocker control oil passage. Background technique [0002] Due to its excellent energy-saving effect, engine cylinder deactivation technology has begun to be applied in batches to new-generation engines. It controls the engagement state of the cylinder deactivation rocker arm by switching the oil pressure through the solenoid valve, so as to realize the normal operation and cylinder deactivation work of the engine. [0003] However, in the actual application process, especially under the extreme working conditions of the engine, the engine speed is very high. If the cylinder deactivation rocker arm is to ensure that the switch is realized when the engine camshaft rotates one revolution, the electromag...

Claims

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Application Information

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IPC IPC(8): F02D13/06F01L1/18
Inventor 任彦平张金伟杨生伟王波周强
Owner MIANYANG FULIN PRECISION MACHINING
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