A high-power engine valve mechanism without camshaft drive and its cylinder head

Abstract

The present invention discloses a high-power engine valve train without camshaft drive and its cylinder head, which solves the problem in the prior art that the engine has difficulty in freely controlling the intake and exhaust valves. The valve train includes a mounting support mounted on the cylinder head body, and the mounting support is provided with two hydraulic control valves for driving the exhaust valve rocker arm and the intake valve rocker arm respectively. The hydraulic control valve includes a valve body and a valve core. One end of the valve core is connected to a connecting rod, and the other end is slidably connected to the valve body. The other end of the connecting rod is connected to the exhaust valve rocker arm and the intake valve rocker arm. The valve body is provided with a control component for controlling the lifting of the valve core. The high-power engine valve train without camshaft drive and its cylinder head of the present invention eliminate the camshaft structure and use a hydraulic drive device to drive the intake and exhaust valve rocker arms, thereby improving the power, fuel economy, emission level and other performance of the internal combustion engine.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to a high-power engine valve mechanism without camshaft drive and a cylinder head thereof. Background Art

[0002] Currently, internal combustion engines typically use gears or chains to drive the camshaft. The camshaft, in turn, drives the intake and exhaust rocker arms through a series of transmissions. The rocker arms, in turn, drive the corresponding intake and exhaust valves, causing the intake and exhaust valves in the cylinder head to open and close regularly according to the valve timing and engine firing sequence. Because the gear train driving the camshaft has a fixed speed ratio and the intake and exhaust cams on the camshaft have fixed angles and positions, the lift curves of the engine's intake and exhaust valves are also fixed. This makes it impossible to adjust the opening timing, duration, and lift of the intake and exhaust valves to accommodate changes in engine load, speed, and speed change rates. Consequently, the full potential of internal combustion engine performance indicators such as power, torque, fuel consumption, and emissions is difficult to achieve. Internal combustion engines are relatively limited in their applications. Developing engines with performance characteristics tailored to specific applications or scenarios inevitably leads to a proliferation of engine models and increased costs across the entire supply chain, including technical management, production organization, and marketing services.

[0003] With technological advancements, some internal combustion engines have begun using solenoid valves to directly actuate their intake and exhaust valves. The engine's electronic control unit controls the solenoid valves' opening, enabling control over the opening timing, lift, and duration of the intake and exhaust valves. However, the solenoid valves require high drive voltages or currents, are large in size, and require high installation space and electronic control systems, hindering widespread adoption.

[0004] In addition, some internal combustion engines use variable valve timing or variable valve lift technology. These technologies can control the opening time and lift of the intake and exhaust valves, but they typically still retain the camshaft mechanism. The entire control mechanism has a large number of parts, making control precision and difficulty high. The existing valve train requires significant modifications, resulting in poor product continuity. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to address the above-mentioned shortcomings of the existing technology. It provides a high-power engine valve mechanism and cylinder head without camshaft drive, eliminates the camshaft structure, and uses a hydraulic drive device to drive the intake valve rocker arm and exhaust valve rocker arm, thereby improving the power, fuel economy, emission level and other performance of the internal combustion engine.

[0006] The technical solution adopted by the present invention is: a high-power engine valve mechanism without camshaft drive, including a mounting support installed on the cylinder head body, the mounting support is provided with two hydraulic control valves for driving the exhaust valve rock arm and the intake valve rock arm respectively, the hydraulic control valve includes a valve body and a valve core, one end of the valve core is connected to a connecting rod, and the other end is slidably connected to the valve body, the other end of the connecting rod is connected to the exhaust valve rock arm and the intake valve rock arm, and the valve body is provided with a control component for controlling the lifting and lowering of the valve core.

[0007] As a further improvement, the valve body is provided with a first oil channel, a first oil chamber, a second oil chamber, a third oil chamber and a fourth oil chamber. The first oil chamber and the second oil chamber are both connected to the first oil channel, the second oil chamber is connected to the third oil chamber and the fourth oil chamber, the second oil chamber is connected to the third oil chamber through the fourth oil channel, and a valve stem for blocking the fourth oil channel is provided on the fourth oil channel between the second oil chamber and the third oil chamber. The valve stem is slidably connected to the valve body, and a return spring is provided between the valve body and the valve stem. The control assembly is arranged on the valve body above the valve stem, the first oil channel is connected to the oil inlet pipe, and the fourth oil chamber is connected to the oil outlet pipe.

[0008] Furthermore, the first oil passage is communicated with the first oil chamber and the second oil chamber through the second oil passage and the third oil passage respectively, and the third oil chamber is communicated with the fourth oil chamber through the fifth oil passage.

[0009] Furthermore, the ratio of the cross-sectional area of the third oil passage to the cross-sectional area of the second oil passage is 0.13-0.18, and the ratio of the cross-sectional area of the third oil passage to the cross-sectional area of the fourth oil passage is 0.13-0.18.

[0010] Furthermore, the control component includes an electromagnetic coil armature and a power supply and signal control wiring harness. The electromagnetic coil armature is arranged in the fourth oil chamber and is located above the valve stem. One end of the power supply and signal control wiring harness is connected to the electromagnetic coil armature, and the other end is connected to the engine's electronic control unit ECU.

[0011] Furthermore, the valve core includes a top rod, a slider and a bottom rod, the upper and lower ends of the slider are respectively connected to the top rod and the bottom rod, the bottom rod is detachably connected to one end of the connecting rod, the top rod is located in the second oil chamber, and the bottom of the slider is located in the first oil chamber.

[0012] Furthermore, a cylinder head cover is provided on the periphery of the hydraulic control valve, and the top end of the hydraulic control valve is mounted on the cylinder head cover.

[0013] Furthermore, it also includes a high-pressure oil pump, and the hydraulic control valves are all connected to the high-pressure oil pump. A pressure accumulator pipe is provided between the high-pressure oil pump and the hydraulic control valve.

[0014] A high-power engine cylinder head without camshaft drive comprises the valve distribution mechanism.

[0015] Beneficial effects

[0016] Compared with the prior art, the present invention has the following advantages:

[0017] The present invention relates to a high-power engine valve train without camshaft drive and its cylinder head. When the exhaust valve needs to be opened, the electromagnetic coil armature is energized through the engine's electronic control unit ECU. After the electromagnetic coil armature is energized, the valve stem is adsorbed, thereby connecting the second oil chamber with the third oil chamber, causing the oil in the second oil chamber to flow out to the third oil chamber. Since the cross-sectional area of the fourth oil passage is larger than the cross-sectional area of the third oil passage, the oil in the second oil chamber begins to decrease. At this time, the force applied to the push rod of the valve core is smaller than the force applied to the slider of the valve core, causing the valve core to move upward, thereby driving the connecting rod, and the connecting rod drives the rocker arm to rotate. Due to the lever principle, the rocker arm drives the exhaust valve bridge, thereby overcoming the force of the exhaust valve spring to open the exhaust valve. Using this structure to open the exhaust valve and intake valve can realize free and continuous adjustment of the opening time of the intake and exhaust valves under different working conditions, free and continuous adjustment of the opening lift, and free control of the opening duration. When the engine needs to be shut down urgently, the intake valves of each cylinder can be set to be in a closed state. No fresh air enters the engine, and the engine will stall due to lack of oxygen, which further improves the safety of the engine and is easy to use and has a wide range of applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of the main structure of the present invention;

[0019] Figure 2 It is a partial structural enlarged schematic diagram of the present invention;

[0020] Figure 3 It is a schematic diagram of the three-dimensional structure of the present invention;

[0021] Figure 4 It is an enlarged schematic diagram of the cross-sectional structure of the valve body in the present invention;

[0022] Figure 5 It is an enlarged schematic diagram of the cross-sectional structure of the valve core in the present invention.

[0023] Among them: 1-cylinder head body, 2-cylinder head cover, 3-intake valve rocker arm, 4-exhaust valve rocker arm, 5-hydraulic control valve, 6-mounting support, 7-valve body, 8-valve core, 9-connecting rod, 10-first oil channel, 11-first oil chamber, 12-second oil chamber, 13-third oil chamber, 14-fourth oil chamber, 15-valve stem, 16-return spring, 17-oil inlet pipe, 18-oil outlet pipe, 19-second oil channel, 20-third oil channel, 21-fourth oil channel, 22-fifth oil channel, 23-power supply and signal control wiring harness, 24-solenoid coil armature, 25-ball head, 26-elevator rod, 27-slider, 28-bottom rod, 29-oil drain groove, 30-exhaust valve spring, 31-exhaust valve bridge, 32-exhaust valve. DETAILED DESCRIPTION

[0024] The present invention will be further described below with reference to the specific embodiments in the accompanying drawings.

[0025] See Figure 1-5 As shown, a high-power engine valve mechanism without camshaft drive of the present invention includes a mounting support 6 mounted on a cylinder head body 1, and two hydraulic control valves 5 for driving an exhaust valve rocker arm 4 and an intake valve rocker arm 3 are provided on the mounting support 6. The hydraulic control valve 5 includes a valve body 7 and a valve core 8. One end of the valve core 8 is connected to a connecting rod 9, and the other end is slidably connected to the valve body 7. The other end of the connecting rod 9 is connected to the exhaust valve rocker arm 4 and the intake valve rocker arm 3. A control component for controlling the lifting of the valve core 8 is provided on the valve body 7. The oil inlet of the valve body 7 is connected to an oil inlet pipe 17, and the oil inlet pipe 17 is connected to a high-pressure oil pump. A sensor is installed at the compression top dead center position of a cylinder, and combined with the signal disk to determine the ignition sequence of each cylinder and the valve timing of the intake and exhaust valves. The signal disk is installed on a gear, and the speed ratio of the gear to the drive gear on the crankshaft is 1 to 2, that is, when the crankshaft rotates 2 circles, the gear where the signal disk is located rotates 1 circle, ensuring that it is consistent with the speed relationship of the crankshaft and camshaft of a traditional internal combustion engine. In this way, after the camshaft is eliminated, the valve timing and injection timing of the internal combustion engine can still be determined by the signal disk and the sensor at the compression top dead center position. Thereafter, the mounting bracket 6 is installed on the cylinder head body 1 using bolts, and then the two hydraulic control valves 5 are installed on the mounting bracket 6. The oil inlet end of the hydraulic control valve 5 is connected to a high-pressure oil pump. The constant oil pressure generated by the high-pressure oil pump is Po, and the hydraulic oil can be shared with the oil in the engine oil pan.

[0026] Specifically, the valve body 7 defines a first oil passage 10, a first oil chamber 11, a second oil chamber 12, a third oil chamber 13, and a fourth oil chamber 14. The first oil chamber 11 and the second oil chamber 12 are both in communication with the first oil passage 10, the second oil chamber 12 is in communication with the third oil chamber 13 and the fourth oil chamber 14, the second oil chamber 12 is in communication with the third oil chamber 13 via a fourth oil passage 21, a valve stem 15 is provided on the fourth oil passage 21 between the second oil chamber 12 and the third oil chamber 13 for blocking the fourth oil passage 21, the valve stem 15 is slidably connected to the valve body 7, a return spring 16 is provided between the valve body 7 and the valve stem 15, and a control assembly is arranged on the valve body 7 above the valve stem 15. The first oil passage 10 is in communication with an oil inlet pipe 17, and the fourth oil chamber 14 is in communication with an oil outlet pipe 18.

[0027] Preferably, the first oil passage 10 is communicated with the first oil chamber 11 and the second oil chamber 12 through the second oil passage 19 and the third oil passage 20 respectively, and the third oil chamber 13 is communicated with the fourth oil chamber 14 through the fifth oil passage 22 .

[0028] Furthermore, the ratio of the cross-sectional area of the third oil passage 20 to the cross-sectional area of the second oil passage 19 is 0.13-0.18, and the ratio of the cross-sectional area of the third oil passage 20 to the cross-sectional area of the fourth oil passage 21 is 0.13-0.18.

[0029] Furthermore, the control component includes an electromagnetic coil armature 24 and a power supply and signal control harness 23. The electromagnetic coil armature 24 is arranged in the fourth oil chamber 14 and is located above the valve stem 15. One end of the power supply and signal control harness 23 is connected to the electromagnetic coil armature 24, and the other end is connected to the engine's electronic control unit ECU.

[0030] Furthermore, the valve core 8 includes a top rod 26, a slider 27 and a bottom rod 28. The upper and lower ends of the slider 27 are connected to the top rod 26 and the bottom rod 28 respectively. The bottom rod 28 is detachably connected to one end of the connecting rod 9. The top rod 26 is located in the second oil chamber 12, and the bottom of the slider 27 is located in the first oil chamber 11. An oil drain groove 29 is provided at the lower end of the bottom rod 28. When the valve core 8 is lifted to a certain height, a small amount of hydraulic oil in the first oil chamber 11 will flow out through the oil drain groove 29 to play a cooling role. The leakage amount is set to 3% to 5% of the flow rate entering the first oil chamber 11 through the second channel 19. This leakage amount has no effect on the control of the hydraulic oil function of the valve core 8.

[0031] Furthermore, a ball head 25 is provided at one end of the connecting rod 9. The connecting rod 9 at one end of the ball head 25 is movably connected to the rocker arm. The ball head design facilitates the movement of the rocker arm and reduces resistance.

[0032] Furthermore, a cylinder head cover 2 is provided on the periphery of the hydraulic control valve 5 , and the top end of the hydraulic control valve 5 is mounted on the cylinder head cover 2 for protecting the cylinder head body 1 and the hydraulic control valve 5 .

[0033] Furthermore, it also includes a high-pressure oil pump, and the hydraulic control valves 5 are all connected to the high-pressure oil pump. A pressure accumulator tube is provided between the high-pressure oil pump and the hydraulic control valve 5, and the pressure accumulator tube improves the pressure stability of the hydraulic oil system.

[0034] A high-power engine cylinder head without camshaft drive comprises the above-mentioned valve distribution mechanism.

[0035] When the camshaft-free high-power engine valve train and its cylinder head are in use, when the exhaust valve 32 needs to be kept closed during engine operation, the control is as follows: the engine's electronic control unit ECU collects the first cylinder position information of the engine's first cylinder's compression top dead center position sensor, the power supply and signal control harness 23 controls the electromagnetic coil armature 24 to not pass electricity, and the return spring 16 The valve stem 15 is pressed, and then the sealing end of the valve stem 15 will block the fourth oil channel 21. At the same time, the hydraulic oil flows through the first oil channel 10 to the second oil channel 19 and the third oil channel 20, and then flows from the second oil channel 19 and the third oil channel 20 to the first oil chamber 11 and the second oil chamber 12, so that the pressures in the first oil chamber 11 and the second oil chamber 12 are both Po, so that the pressure on the push rod 26 of the valve core 8 is Po*β, and the pressure on the bottom of the slider 27 of the valve core 8 is Po*α, β and α are the force-bearing areas of the bottom of the push rod 26 and the slider 27 respectively. The elastic force of the exhaust valve spring 30 acts through the lever, giving the valve core 8 a downward axial force of F1. According to the principle of force balance, Po*α=Po*β+F1, the valve core 8 does not move, so the rocker arm is in a balanced state, and the exhaust valve 32 remains closed.

[0036] When the exhaust valve 32 needs to be opened or kept open during engine operation, the engine's electronic control unit ECU collects the first cylinder position information of the engine's first cylinder's compression top dead center position sensor, and the power supply and signal control harness 23 controls the electromagnetic coil armature 24 to pass electricity. The electromagnetic coil armature 24 will overcome the elastic force of the return spring 16 and suck up the valve stem 15. At this time, the second oil chamber 12 is connected with the third oil chamber 13, and the hydraulic oil flows to the oil outlet pipe 18 through the fourth oil channel 21 and the fifth oil channel 22. The hydraulic oil passes through the oil outlet pipe 18 and will eventually flow into the oil pan through the oil return channel. Because the second oil chamber 12 is depressurized, the valve core 8 The pressure on the push rod 26 is reduced, and because the ratio of the cross-sectional area of the third oil channel 20 to the cross-sectional area of the second oil channel 19 is 0.13~0.18, and the ratio of the cross-sectional area of the third oil channel 20 to the cross-sectional area of the fourth oil channel 21 is 0.13~0.18, the hydraulic oil in the second oil chamber 12 will leak out quickly, and the hydraulic oil in the third oil channel 20 is difficult to fill the second oil chamber 12 in a short time. At this time, the pressure on the bottom of the slider 27 of the valve core 8 is still Po, and the pressure on the push rod 26 of the valve core 8 is P1. Because P1*β<Po*β, so Po*α>Po*β+F1, the vertical upward axial thrust on the valve core 8 is greater than the vertical downward axial pull, so that the valve core 8 moves upward, thereby driving the rocker arm shaft to rotate, and by pressing the exhaust valve bridge 31 and then compressing the exhaust valve spring 30, the exhaust valve 32 moves downward, so that the exhaust valve 32 is opened.

[0037] When the exhaust valve 32 needs to be closed again, the power to the electromagnetic coil armature 24 is cut off through the control of the ECU, and the return spring 16 pushes the valve stem 15 to its seat. The sealing end of the valve stem 15 will close the fourth channel 21. At this time, the hydraulic oil in the first oil channel 10 will enter the second oil chamber 12 through the third channel 20, so that the vertical upward axial thrust applied to the valve core 8 is again equal to the vertical downward axial pull, and the exhaust valve 32 is closed.

[0038] The present embodiment provides a high-power engine valve mechanism and cylinder head without camshaft drive, and adopts this structure to open the exhaust valve and the intake valve, which can realize free and continuous adjustment of the opening time of the intake valve and the exhaust valve under different working conditions, free and continuous adjustment of the opening lift, and free control of the opening duration. In addition, when the engine needs to be shut down urgently, the intake valves of each cylinder can be set to be in a closed state, and no fresh air will enter the engine. The engine will stall due to lack of oxygen, which further improves the safety of the engine. At the same time, this structure eliminates the camshaft, as well as the push rod and push rod structure. The camshaft mounting hole for installing the camshaft does not need to be processed on the corresponding engine cylinder block, and the camshaft bushing can be eliminated, thereby reducing the number of parts and processing costs. It is easy to use and has a wide range of applications.

[0039] The above is only a preferred embodiment of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention. These modifications and improvements will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. A high-power engine valve train without camshaft drive, characterized in that: The invention comprises a mounting support (6) mounted on a cylinder head body (1), wherein the mounting support (6) is provided with two hydraulic control valves (5) for driving an exhaust valve rocker arm (4) and an intake valve rocker arm (3) respectively, wherein the hydraulic control valve (5) comprises a valve body (7) and a valve core (8), wherein one end of the valve core (8) is connected to a connecting rod (9), and the other end is slidably connected to the valve body (7), and the other end of the connecting rod (9) is connected to the exhaust valve rocker arm (4) and the intake valve rocker arm (3), and the valve body (7) is provided with a control component for controlling the lifting of the valve core (8), and the valve body (7) is provided with a control component for controlling the lifting of the valve core (8). There are a first oil passage (10), a first oil chamber (11), a second oil chamber (12), a third oil chamber (13) and a fourth oil chamber (14); the first oil chamber (11) and the second oil chamber (12) are both in communication with the first oil passage (10); the second oil chamber (12) is in communication with the third oil chamber (13) and the fourth oil chamber (14); the second oil chamber (12) is in communication with the third oil chamber (13) through the fourth oil passage (21); a valve stem (15) for blocking the fourth oil passage (21) is provided on the fourth oil passage (21) between the second oil chamber (12) and the third oil chamber (13); The valve stem (15) is slidably connected to the valve body (7), a return spring (16) is provided between the valve body (7) and the valve stem (15), the control assembly is arranged on the valve body (7) above the valve stem (15), the first oil passage (10) is communicated with the oil inlet pipe (17), the fourth oil chamber (14) is communicated with the oil outlet pipe (18), the first oil passage (10) is communicated with the first oil chamber (11) and the second oil chamber (12) through the second oil passage (19) and the third oil passage (20), respectively, the third oil chamber (13) is communicated with the fourth oil chamber (14) through the fifth oil passage (22), and the fourth oil chamber (14) is communicated with the fourth oil chamber (14) through the fifth oil passage (22). ), the control component includes an electromagnetic coil armature (24) and a power supply and signal control harness (23), the electromagnetic coil armature (24) is arranged in the fourth oil chamber (14) and is located above the valve stem (15), one end of the power supply and signal control harness (23) is connected to the electromagnetic coil armature (24), and the other end is connected to the electronic control unit ECU of the engine, the ratio of the cross-sectional area of the third oil channel (20) to the cross-sectional area of the second oil channel (19) is 0.13-0.18, and the cross-sectional area of the fourth oil channel (21) is larger than the cross-sectional area of the third oil channel (20).

2. A high-power engine valve train without camshaft drive according to claim 1, characterized in that: The ratio of the cross-sectional area of the third oil passage (20) to the cross-sectional area of the fourth oil passage (21) is 0.13 to 0.

18.

3. The high-power engine valve train without camshaft drive according to claim 1, characterized in that: The control assembly includes an electromagnetic coil armature (24) and a power supply and signal control harness (23). The electromagnetic coil armature (24) is arranged in the fourth oil chamber (14) and is located above the valve stem (15). One end of the power supply and signal control harness (23) is connected to the electromagnetic coil armature (24), and the other end is connected to the electronic control unit ECU of the engine.

4. The high-power engine valve train without camshaft drive according to claim 1, characterized in that: The valve core (8) includes a top rod (26), a slider (27) and a bottom rod (28). The upper and lower ends of the slider (27) are respectively connected to the top rod (26) and the bottom rod (28). The bottom rod (28) is detachably connected to one end of the connecting rod (9). The top rod (26) is located in the second oil chamber (12), and the bottom of the slider (27) is located in the first oil chamber (11).

5. The high-power engine valve train without camshaft drive according to claim 1, characterized in that: A cylinder head cover (2) is provided on the periphery of the hydraulic control valve (5), and the top end of the hydraulic control valve (5) is mounted on the cylinder head cover (2).

6. The high-power engine valve train without camshaft drive according to claim 1, characterized in that: It also includes a high-pressure oil pump, and the hydraulic control valves (5) are all connected to the high-pressure oil pump. A pressure accumulator pipe is provided between the high-pressure oil pump and the hydraulic control valves (5).

7. A high-power engine cylinder head without camshaft drive, characterized in that: The cylinder head comprises the valve train according to any one of claims 1 to 6.

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