Engine cylinder deactivation device and vehicle

Abstract

The invention belongs to the technical field of vehicles, and discloses an engine cylinder deactivation device and a vehicle, the engine cylinder deactivation device comprises a rocker arm, a valve bridge, a rocker arm column and a cylinder deactivation mechanism, the output end of a rotary driving source is connected to a cylinder deactivation cam, a sliding piece abuts against the rocker arm column, and under the driving effect of the rocker arm column, the cylinder deactivation mechanism is driven by the sliding piece. The sliding piece can slide relative to the valve bridge so that movement between the rocker arm column and the valve bridge can be in a locking mode and an unlocking mode, a first cam part and a second cam part of the cylinder deactivation cam are matched with the inner cylindrical face of the sliding piece, and the sliding piece can move between the first containing area and the second containing area under the driving effect of the rocker arm column. The engine cylinder deactivation device does not need to be driven through engine oil, the influence of the working condition and temperature of the engine on the response time of a cylinder deactivation mechanism is eliminated, the engine cylinder deactivation device is not influenced by hydraulic response, and the cylinder deactivation response is fast.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to an engine cylinder deactivation device and a vehicle. Background Art

[0002] Cylinder deactivation technology is one of the technologies used to achieve variable engine displacement. When the engine is running at partial load, the fuel supply, ignition, and intake and exhaust of some cylinders are controlled or cut off through relevant mechanisms and strategies to stop their operation, thereby increasing the load rate of the remaining working cylinders to improve efficiency and thus achieve the purpose of improving fuel economy.

[0003] In engines using cylinder deactivation technology, fuel injection to the deactivated cylinders is stopped. A valve deactivation mechanism is designed for the inactive cylinders to stop valve movement, thereby achieving cylinder deactivation. In related art, the mechanism implementing cylinder deactivation technology is hydraulically actuated by engine oil. An oil control valve is configured to selectively supply pressurized oil to a latch assembly to move the latch assembly between a first configuration and a second configuration. The hydraulic mechanism controls the latch assembly, thereby controlling valve deactivation.

[0004] The above mechanism uses engine oil. The oil pressure is related to engine speed, and oil pressure varies significantly at different speeds. Furthermore, the viscosity of the oil varies significantly at different temperatures, affecting friction and leakage within the cylinder deactivation mechanism. These differences in oil pressure and viscosity lead to varying responses within the cylinder deactivation mechanism, necessitating calibration of the cylinder deactivation mechanism for different engine operating conditions and temperatures, a factor significantly affected by engine temperature and operating conditions.

[0005] Therefore, there is an urgent need for an engine cylinder deactivation device and a vehicle to solve the above problems. Summary of the Invention

[0006] The purpose of the present invention is to provide an engine cylinder deactivation device, which can realize rocker arm driving valve or stopping driving valve without using engine oil, eliminates the influence of engine operating conditions and temperature on the response time of the cylinder deactivation mechanism, is not affected by hydraulic response, and has a fast cylinder deactivation response.

[0007] In order to solve the above problems existing in the prior art, the present invention adopts the following technical solutions:

[0008] Engine cylinder deactivation device, including:

[0009] rocker arm;

[0010] A valve bridge, wherein an inner peripheral wall of the valve bridge is provided with a protrusion, the valve bridge has an accommodating cavity, and along the axial direction of the valve bridge, the protrusion divides the accommodating cavity into a first accommodating area and a second accommodating area;

[0011] A rocker arm column, the rocker arm column is connected to the rocker arm and is movably arranged in the accommodating cavity along the axial direction of the valve bridge;

[0012] The detent mechanism comprises a rotational drive source, a sliding member and a cylinder detent cam, wherein the sliding member and the cylinder detent cam are both located in the accommodating chamber, the rotational drive source is arranged in the rocker arm column, and the output end of the rotational drive source is connected to the cylinder detent cam so that the cylinder detent cam can rotate relative to the valve bridge, the sliding member abuts against the rocker arm column, and the cylinder detent cam comprises a first cam portion and a second cam portion. Under the driving action of the rocker arm column, the sliding member can slide relative to the valve bridge so that the movement between the rocker arm column and the valve bridge is in a locking mode and an unlocking mode. When in the locking mode, the first cam portion abuts against the sliding member, and the sliding member and the cylinder detent cam are located in the first accommodating area. When in the unlocking mode, the second cam portion abuts against the sliding member, and the sliding member and the cylinder detent cam are located in the second accommodating area.

[0013] Preferably, the sliding member includes a stop portion and a recessed portion. When in a locked mode, the stop portion is located in the first accommodating area and abuts against the protrusion, and the recessed portion abuts against the first cam portion. When in an unlocked mode, the stop portion is located in the second accommodating area and separated from the protrusion, and the recessed portion abuts against the second cam portion.

[0014] Preferably, there are two sliding members, and along the radial direction of the cylinder stop cam, the two sliding members are respectively located on both sides of the cylinder stop cam. When in the locking mode, the recessed portions of the two sliding members respectively abut against the two ends of the first cam portion; when in the unlocking mode, the recessed portions of the two sliding members respectively abut against the two ends of the second cam portion.

[0015] Preferably, the engine cylinder deactivation device further includes a return spring, the sliding member is provided with a mounting seat, one end of the return spring is connected to the mounting seat, and the other end of the return spring is connected to the bottom wall of the valve bridge.

[0016] Preferably, a vent hole is provided on the bottom wall of the valve bridge, and the vent hole is used to prevent the rocker arm from moving in the valve bridge and causing air resistance.

[0017] Preferably, along the axial direction of the valve bridge, the height of the sliding member is smaller than the depth of the first accommodating area.

[0018] Preferably, the protrusion has a guide surface for guiding the sliding member located in the first accommodating area to enter the second accommodating area. Along the radial direction of the valve bridge, the diameter of the first accommodating area is greater than the diameter of the second accommodating area.

[0019] Preferably, the sliding member further comprises a guide portion, and when in the locking mode, the guide portion abuts against the guide surface.

[0020] Preferably, the rotational drive source includes a main body and a rotating part, the rocker arm column is provided with a sealed cavity, the main body is arranged in the sealed cavity, one end of the rotating part is connected to the main body, and the other end of the rotating part is connected to the cylinder deactivation cam.

[0021] To achieve the above-mentioned object, the present invention further provides a vehicle, comprising an engine and the above-mentioned engine cylinder deactivation device, wherein the engine cylinder deactivation device is installed on the engine.

[0022] The beneficial effects of the present invention are:

[0023] The present invention provides an engine cylinder deactivation device. A protrusion is provided on the inner circumferential wall of a valve bridge. The valve bridge has a receiving cavity. The protrusion divides the receiving cavity into a first receiving area and a second receiving area along the axial direction of the valve bridge. A rocker arm is connected to the rocker arm and is movably disposed in the receiving cavity along the axial direction of the valve bridge. A slider and a cylinder deactivation cam are both located in the receiving cavity. A rotational drive source is disposed within the rocker arm, and an output end of the rotational drive source is connected to the cylinder deactivation cam to enable the cylinder deactivation cam to rotate relative to the valve bridge. The slider abuts the rocker arm. The cylinder deactivation cam includes a first cam portion and a second cam portion. Driven by the rocker arm, the slider can slide relative to the valve bridge to lock and unlock the movement between the rocker arm and the valve bridge. When the engine is operating normally, the rotational drive source is inactive, and the movement between the rocker arm and the valve bridge is locked, allowing rocker arm movement to be applied to the valve bridge via the rocker arm and the slider, thereby opening the valve. When the engine is in the cylinder deactivation mode, the rotary drive source is energized and operating, and the movement between the rocker arm and the valve bridge is in unlocked mode. Rocker arm movement is not applied to the valves via the rocker arm, closing the valves and thus deactivating the engine. The first and second cam portions of the cylinder deactivation cam engage the inner cylindrical surface of the slider. Driven by the rocker arm, the slider moves between the first and second accommodating areas, locking or unlocking the movement between the rocker arm and the valve bridge, thereby enabling the rocker arm to actuate or deactivate the valves. This engine cylinder deactivation device has a simple structure and does not require oil for actuation. This eliminates the effects of engine operating conditions and temperature on the deactivation mechanism's response time, is unaffected by hydraulic response, and provides a fast deactivation response.

[0024] The present invention provides a vehicle comprising an engine and an engine cylinder deactivation device, which is mounted on the engine. The cylinder deactivation mechanism includes a rotational drive source, a slider, and a cylinder deactivation cam. The slider and cylinder deactivation cam are both located in a receiving chamber. The rotational drive source is disposed within a rocker arm, and the output end of the rotational drive source is connected to the cylinder deactivation cam, enabling the cylinder deactivation cam to rotate relative to a valve bridge. The slider abuts the rocker arm, and the cylinder deactivation cam includes a first cam portion and a second cam portion. Driven by the rocker arm, the slider can slide relative to the valve bridge, allowing the rocker arm and the valve bridge to move between a locked mode and an unlocked mode. In the locked mode, the first cam portion abuts the slider, and the slider and cylinder deactivation cam are located in a first receiving area. In the unlocked mode, the second cam portion abuts the slider, and the slider and cylinder deactivation cam are located in a second receiving area. The engine cylinder deactivation device does not require engine oil for driving, eliminating the effects of engine operating conditions and temperature on the cylinder deactivation mechanism's response time. It is unaffected by hydraulic response, resulting in a fast cylinder deactivation response. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A cross-sectional view of an engine cylinder deactivation device provided by an embodiment of the present invention in a locked mode;

[0026] Figure 2 A cross-sectional view of a sliding member and a cylinder deactivation cam in a locked mode provided by an embodiment of the present invention;

[0027] Figure 3 A cross-sectional view of an engine cylinder deactivation device provided by an embodiment of the present invention in an unlocked mode;

[0028] Figure 4 A cross-sectional view of a sliding member and a cylinder deactivation cam in an unlocked mode provided by an embodiment of the present invention;

[0029] Figure 5 A schematic structural diagram of a sliding member provided in an embodiment of the present invention.

[0030] Reference numerals:

[0031] 1. Rocker arm;

[0032] 2. Valve bridge; 21. Protrusion; 22. First accommodating area; 23. Second accommodating area; 24. Ventilation hole;

[0033] 3. Rocker column;

[0034] 4. Rotational drive source; 41. Main body; 42. Rotating portion;

[0035] 5. Sliding member; 51. Stopper; 52. Recessed portion; 53. Guide portion;

[0036] 6. Cylinder deactivation cam; 61. First cam portion; 62. Second cam portion;

[0037] 7. Return spring;

[0038] 8. Mounting seat. DETAILED DESCRIPTION

[0039] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0040] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0041] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0042] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are used to refer to positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate description and simplify operation, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meaning.

[0043] In the related art, the cylinder deactivation technology implementation mechanism is driven by engine oil hydraulics. The oil control valve is configured to selectively supply pressurized oil to the latch assembly to move the latch assembly between a first configuration and a second configuration. The hydraulic mechanism controls the latch assembly, thereby achieving control over the valve cylinder deactivation. The engine oil is used, and the engine oil pressure is related to the engine speed. The oil pressure varies greatly at different speeds. In addition, the viscosity of the engine oil varies greatly at different temperatures, and the difference in viscosity will affect the friction and leakage of the cylinder deactivation mechanism. The difference in oil pressure and viscosity will cause the cylinder deactivation mechanism to respond differently, which requires the cylinder deactivation mechanism to be calibrated separately under different engine operating conditions and temperatures, and is greatly affected by the engine temperature and operating conditions. In this regard, the present embodiment provides an engine cylinder deactivation device that does not require engine oil for driving, eliminates the influence of engine operating conditions and temperature on the response time of the cylinder deactivation mechanism, is not affected by hydraulic response, and has a fast cylinder deactivation response.

[0044] like Figure 1-Figure 5 As shown, in this embodiment, the engine cylinder deactivation device includes a rocker arm 1, a valve bridge 2, a rocker arm post 3, and a cylinder deactivation mechanism. The inner circumferential wall of the valve bridge 2 is provided with a protrusion 21. The valve bridge 2 has an accommodating cavity. Along the axial direction of the valve bridge 2, the protrusion 21 divides the accommodating cavity into a first accommodating area 22 and a second accommodating area 23. The rocker arm post 3 is connected to the rocker arm 1 and is movably disposed within the accommodating cavity along the axial direction of the valve bridge 2. The cylinder deactivation mechanism includes a rotational drive source 4, a sliding member 5 and a cylinder deactivation cam 6. The sliding member 5 and the cylinder deactivation cam 6 are both located in the accommodating cavity. The rotational drive source 4 is arranged in the rocker column 3, and the output end of the rotational drive source 4 is connected to the cylinder deactivation cam 6 so that the cylinder deactivation cam 6 can rotate relative to the valve bridge 2. The sliding member 5 abuts against the rocker column 3. The cylinder deactivation cam 6 includes a first cam portion 61 and a second cam portion 62. Under the driving action of the rocker column 3, the sliding member 5 can slide relative to the valve bridge 2 so that the movement between the rocker column 3 and the valve bridge 2 is in a locking mode and an unlocking mode. When in the locking mode, the first cam portion 61 abuts against the sliding member 5, and the sliding member 5 and the cylinder deactivation cam 6 are located in the first accommodating area 22. When in the unlocking mode, the second cam portion 62 abuts against the sliding member 5, and the sliding member 5 and the cylinder deactivation cam 6 are located in the second accommodating area 23.

[0045] The engine's valve bridge 2 is a key component of a multi-valve engine, primarily used to synchronously control the opening and closing of multiple intake or exhaust valves in the same cylinder. Its core function is to connect the two valves so that they are driven by the same cam or rocker arm, ensuring synchronized movement while evenly distributing force, preventing excessive wear on one valve and simplifying the valve train's structure. The camshaft and valves are located on either side of the rocker shaft. The middle portion of the rocker arm 1 engages and swings around the rocker shaft. The front end of the rocker arm 1 contacts the top of the rocker post 3, which drives the valve bridge 2 to transmit power to the valves, controlling their opening and closing. A rocker post 3 slides within the valve bridge 2's accommodating cavity. The outer periphery of the rocker post 3 slides with the inner periphery of the valve bridge 2. The inner circumference of the valve bridge 2 is embossed with an annular protrusion 21, ensuring that the inner diameter of the first accommodating area 22, along the radial direction of the rocker post 3, is greater than the inner diameter of the second accommodating area 23. The sliding member 5 is configured as a slider, the rotary drive source 4 is driven by a solenoid valve, and the cylinder deactivation cam 6 is connected to the output end of the rotary drive source 4 and cooperates with the sliding member 5. The cylinder deactivation cam 6 can rotate under the driving action of the rotary drive source 4. The conical surface of the protrusion 21 and the outer conical surface of the sliding member 5 cooperate to form a joint surface. The top plane of the sliding member 5 and the end surface of the rocker arm 3 contact to form a joint surface. The rocker arm 3, the protrusion 21 and the sliding member 5 complement each other through the joint surface to form a locking mechanism. The first cam portion 61 and the second cam portion 62 of the cylinder deactivation cam 6 cooperate with the inner cylindrical surface of the sliding member 5. Under the driving action of the rocker arm 3, the sliding member 5 is moved between the first accommodating area 22 and the second accommodating area 23, so that the movement between the rocker arm 3 and the valve bridge 2 is locked or unlocked, thereby realizing that the rocker arm 1 drives the valve or stops driving the valve. The engine cylinder deactivation device has a simple structure, does not require oil to drive, eliminates the influence of engine operating conditions and temperature on the response time of the cylinder deactivation mechanism, is not affected by hydraulic response, has a fast cylinder deactivation response and good consistency, and requires only minor changes to the valve train, making it easy to arrange on the engine.

[0046] The operating principle of this engine cylinder deactivation device is as follows: When the engine is operating normally, the rotary drive source 4 is inoperative, and the first cam portion 61 of the cylinder deactivation cam 6 contacts the cylindrical surface of the slider 5. At this point, the cylinder deactivation cam 6 and the slider 5 are located in the first accommodating area 22. Along the axial direction of the valve bridge 2, the height of the slider 5 is less than the depth of the first accommodating area 22. The rocker arm 1 swings, driving the rocker post 3. The top surface of the slider 5 contacts the rocker post 3, driving the slider 5 downward. The conical surface of the protrusion 21 contacts the outer conical surface of the slider 5, forming a joint. The movement of the slider 5 within the first accommodating area 22 is restricted, and the slider 5 transmits the movement of the rocker post 3 to the valve bridge 2. The joints between the protrusion 21, the slider 5, and the rocker post 3 form a locking mechanism. The movement between the rocker post 3 and the valve bridge 2 is locked, allowing the movement of the rocker arm 1 to be applied to the valve bridge 2 via the rocker post 3 and the slider 5, thereby opening the valve. When the engine is in the cylinder deactivation state, the rotary drive source 4 is energized and activated. Under the action of the rotary drive source 4, the cylinder deactivation cam 6 rotates until the second cam portion 62 and the inner cylindrical surface of the slider 5 contact each other, creating a gap between the slider 5 and the cylinder deactivation cam 6. The rocker arm 1 drives the rocker post 3 downward, causing the cylinder deactivation cam 6 and the slider 5 to completely enter the second accommodating area 23 from the first accommodating area 22. The rocker post 3 cannot transmit power to the valve bridge 2 through the slider 5. The rocker post 3 slides within the valve bridge 2, and the movement between the rocker post 3 and the valve bridge 2 is in an unlocked mode. The movement of the rocker arm 1 is not applied to the valves via the rocker post 3, causing the valves to close, thereby deactivating the engine cylinders. When the engine returns to normal operation from the cylinder deactivation state, the rotary drive source 4 rotates in the reverse direction. The slider 5, rocker post 3, and protrusion 21 are no longer subject to valve actuation force, and the rotary drive source 4 drives the cylinder deactivation cam 6 in the reverse direction. At the same time, the rocker arm 1 drives the rocker column 3 upward, or is reset by the elastic member, and the cylinder deactivation cam 6 pushes the slider 5 toward the first accommodating area 22 until the first cam portion 61 of the cylinder deactivation cam 6 contacts the inner cylindrical surface of the slider 5, and the rotation drive source 4 stops working. The slider 5 and the cylinder deactivation cam 6 are located in the first accommodating area 22. The slider 5 transmits the movement of the rocker column 3 to the valve bridge 2. The joint surface between the protrusion 21, the slider 5, and the rocker column 3 forms a locking mechanism. The movement between the rocker column 3 and the valve bridge 2 is in a locked mode, thereby allowing the movement of the rocker arm 1 to be applied to the valve bridge 2 via the rocker column 3 and the slider 5, thereby opening the valve.

[0047] Continue to refer to Figure 1-Figure 5The sliding member 5 includes a stopper 51, a recessed portion 52, and a guide portion 53. When in the locked mode, the stopper 51 is located in the first accommodating area 22 and abuts against the protrusion 21, the recessed portion 52 abuts against the first cam portion 61, and the guide portion 53 abuts against the guide surface. When in the unlocked mode, the stopper 51 is located in the second accommodating area 23 and separated from the protrusion 21, and the recessed portion 52 abuts against the second cam portion 62. The inner and outer surfaces of the sliding member 5 are both cylindrical structures. The stopper 51 cooperates with the inner wall of the first accommodating area 22, and the recessed portion 52 is composed of two cylindrical surfaces. The first cam portion 61 and the second cam portion 62 of the cylinder deactivation cam 6 are connected by a transition cylindrical surface. The bottom of the slider 5 is composed of a guide portion 53 and a bottom flat surface. The guide portion 53 and the protrusion 21 cooperate to form an engagement surface. The bottom flat surface of the slider 5 contacts the end surface of the rocker arm 3 to form an engagement surface. The engagement surface between the protrusion 21, the slider 5, and the rocker arm 3 forms a locking mechanism. When in the locked mode, the first protrusion 21 of the deactivating cam 6 cooperates with the recessed portion 52 of the slider 5 to open the valve. When in the unlocked mode, the second protrusion 21 of the deactivating cam 6 cooperates with the recessed portion 52 of the slider 5 to close the valve. Preferably, there are two sliders 5, located on either side of the deactivating cam 6 along its radial direction. When in the locked mode, the recessed portions 52 of the two sliders 5 abut against the respective ends of the first cam portion 61, allowing the movement of the rocker arm 1 to be applied to the valve bridge 2 via the rocker arm 3 and the slider 5, thereby opening the valve. When in unlocking mode, the recessed portions 52 of the two sliding members 5 respectively abut against the two ends of the second cam portion 62, and the movement of the rocker arm 1 will not be applied to the valve via the rocker arm column 3, and the valve is closed, thereby achieving cylinder deactivation of the engine.

[0048] Reference Figure 1 and Figure 3 The engine cylinder deactivation device also includes a return spring 7, and the sliding member 5 is provided with a mounting seat 8. One end of the return spring 7 is connected to the mounting seat 8, and the other end of the return spring 7 is connected to the bottom wall of the valve bridge 2. When the engine returns to the normal working state from the cylinder deactivation state, the rotary drive source 4 rotates in the opposite direction, driving the cylinder deactivation cam 6 to rotate in the opposite direction. At the same time, through the reset action of the return spring 7, the cylinder deactivation cam 6 pushes the sliding member 5 to move toward the first accommodating area 22 until the first cam portion 61 of the cylinder deactivation cam 6 contacts the inner cylindrical surface of the sliding member 5, and the rotary drive source 4 stops working. The sliding member 5 and the cylinder deactivation cam 6 are located in the first accommodating area 22. The sliding member 5 transmits the movement of the rocker arm column 3 to the valve bridge 2. The joint surface between the protrusion 21, the sliding member 5 and the rocker arm column 3 forms a locking mechanism, thereby realizing the opening of the valve.

[0049] Preferably, the bottom wall of the valve bridge 2 is provided with a vent 24, which is used to prevent air resistance during the movement of the rocker arm 3 within the valve bridge 2. The vent 24 directly connects the internal chamber of the valve bridge with the external atmosphere. When the rocker arm moves toward the bottom wall to compress air, the compressed air can be smoothly discharged to the outside space through the vent 24, preventing an abnormal increase in pressure within the chamber and thus eliminating resistance during the compression stroke. When the rocker arm withdraws from the bottom wall, air from the outside space can quickly flow into the chamber through the vent 24, filling the vacuum created by the expansion of the space, preventing negative pressure from generating suction, and eliminating resistance during the withdrawal stroke. Throughout the reciprocating motion of the rocker arm, the vent 24 continuously allows air to freely enter and exit the chamber, ensuring that the air pressure within the chamber remains essentially consistent with the external ambient pressure (ignoring minor dynamic pressure differences), fundamentally eliminating the conditions that cause air resistance. The vent hole is typically located on the bottom wall to prevent it from being completely blocked by splashing oil under all engine operating conditions (especially when the lubrication system is operating), while also allowing for effective air discharge or intake. This location also facilitates machining and cleaning. The aperture should be large enough to ensure smooth airflow (effectively mitigating pressure fluctuations), but not too large to prevent excessive oil from entering the chamber, affecting lubrication or causing leakage, or allowing dust and other contaminants to enter.

[0050] Continue to refer to Figure 1-Figure 5 The protrusion 21 has a guide surface, which is used to guide the sliding member 5 located in the first accommodating area 22 into the second accommodating area 23. When the engine is in normal working condition, the rotary drive source 4 is not working, and the first cam portion 61 of the cylinder deactivation cam 6 is in contact with the recessed portion 52 of the sliding member 5. At this time, the cylinder deactivation cam 6 and the sliding member 5 are located in the first accommodating area 22. The rocker arm 1 swings to drive the rocker column 3 to move, and the top plane of the sliding member 5 contacts the rocker column 3 and drives the sliding member 5 to move downward. The guide surface of the protrusion 21 contacts and cooperates with the stop portion 51 of the sliding member 5 to form a joint surface. The movement of the sliding member 5 in the first accommodating area 22 is restricted, and the sliding member 5 transmits the movement of the rocker column 3 to the valve bridge 2. The movement between the rocker column 3 and the valve bridge 2 is in a locking mode, thereby realizing the opening of the valve. When the engine is in the cylinder deactivation state, the rotary drive source 4 is energized and activated, driving the cylinder deactivation cam 6 to rotate until the second cam portion 62 contacts the recessed portion 52 of the slider 5. The rocker arm 1 drives the rocker post 3 downward, and the stopper 51 slides downward along the guide surface of the protrusion 21 and separates. The cylinder deactivation cam 6 and slider 5 fully enter the second accommodating area 23 from the first accommodating area 22. The movement between the rocker post 3 and the valve bridge 2 enters the unlocked mode, and the valves are closed, thereby achieving cylinder deactivation of the engine.

[0051] Continue to refer to Figure 1 and Figure 3The rotary drive source 4 includes a main body 41 and a rotating portion 42. The rocker arm 3 defines a sealed cavity. The main body 41 is disposed within the sealed cavity. One end of the rotating portion 42 is connected to the main body 41, and the other end of the rotating portion 42 is connected to the cylinder deactivation cam 6. The main body 41 is configured as the valve core of the solenoid valve, and the rotating portion 42 is configured as the front end of the valve core. When the engine is in normal operation, the rotary drive source 4 is inoperative and the cylinder deactivation cam 6 does not rotate. When the engine is in the cylinder deactivation state, the main body 41 is energized and drives the rotating portion 42 to rotate. The rotating portion 42 drives the cylinder deactivation cam 6 to rotate, thereby achieving cylinder deactivation of the engine.

[0052] This embodiment also provides a vehicle including an engine and the aforementioned engine cylinder deactivation device, which is mounted on the engine. The cylinder deactivation mechanism includes a rotational drive source 4, a slider 5, and a cylinder deactivation cam 6. The slider 5 and cylinder deactivation cam 6 are both located in a receiving chamber. The rotational drive source 4 is disposed within a rocker arm 3, and the output end of the rotational drive source 4 is connected to the cylinder deactivation cam 6, enabling the cylinder deactivation cam 6 to rotate relative to the valve bridge 2. The slider 5 abuts the rocker arm 3. The cylinder deactivation cam 6 includes a first cam portion 61 and a second cam portion 62. Driven by the rocker arm 3, the slider 5 can slide relative to the valve bridge 2, allowing the movement between the rocker arm 3 and the valve bridge 2 to be in a locked mode and an unlocked mode. In the locked mode, the first cam portion 61 abuts the slider 5, and the slider 5 and cylinder deactivation cam 6 are located in a first receiving area 22. In the unlocked mode, the second cam portion 62 abuts the slider 5, and the slider 5 and cylinder deactivation cam 6 are located in a second receiving area 23. The engine cylinder deactivation device does not need to be driven by the engine oil, eliminates the influence of the engine operating conditions and temperature on the response time of the cylinder deactivation mechanism, is not affected by the hydraulic response, and has a fast cylinder deactivation response and good consistency.

[0053] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. An engine cylinder deactivation device, characterized in that: include: Rocker arm (1); A valve bridge (2), wherein an inner peripheral wall of the valve bridge (2) is provided with a protrusion (21), the valve bridge (2) having an accommodating cavity, and along the axial direction of the valve bridge (2), the protrusion (21) divides the accommodating cavity into a first accommodating area (22) and a second accommodating area (23); A rocker arm column (3), the rocker arm column (3) being connected to the rocker arm (1), and being movably arranged in the accommodating cavity along the axial direction of the valve bridge (2); A cylinder stop mechanism, the cylinder stop mechanism includes a rotary drive source (4), a sliding member (5) and a cylinder stop cam (6), the sliding member (5) and the cylinder stop cam (6) are both located in the accommodating cavity, the rotary drive source (4) is arranged in the rocker arm column (3), and the output end of the rotary drive source (4) is connected to the cylinder stop cam (6) so that the cylinder stop cam (6) can rotate relative to the valve bridge (2), the sliding member (5) is in contact with the rocker arm column (3), the cylinder stop cam (6) includes a first cam portion (61) and a second cam portion (62), and the rocker arm column (3) is provided with a plurality of cam portions. Under the driving action of the column (3), the sliding member (5) can slide relative to the valve bridge (2) so that the movement between the rocker arm column (3) and the valve bridge (2) is in a locking mode and an unlocking mode. When in the locking mode, the first cam portion (61) abuts against the sliding member (5), and the sliding member (5) and the cylinder stop cam (6) are located in the first accommodating area (22). When in the unlocking mode, the second cam portion (62) abuts against the sliding member (5), and the sliding member (5) and the cylinder stop cam (6) are located in the second accommodating area (23).

2. The engine cylinder deactivation device according to claim 1, characterized in that: The sliding member (5) comprises a stop portion (51) and a recessed portion (52). When in a locked mode, the stop portion (51) is located in the first accommodating area (22) and abuts against the protrusion (21), and the recessed portion (52) abuts against the first cam portion (61). When in an unlocked mode, the stop portion (51) is located in the second accommodating area (23) and is separated from the protrusion (21), and the recessed portion (52) abuts against the second cam portion (62).

3. The engine cylinder deactivation device according to claim 2, characterized in that: There are two sliding members (5). Along the radial direction of the cylinder stop cam (6), the two sliding members (5) are respectively located on both sides of the cylinder stop cam (6). When in the locking mode, the recessed portions (52) of the two sliding members (5) respectively abut against the two ends of the first cam portion (61). When in the unlocking mode, the recessed portions (52) of the two sliding members (5) respectively abut against the two ends of the second cam portion (62).

4. The engine cylinder deactivation device according to claim 1, characterized in that: The engine cylinder deactivation device further comprises a return spring (7), the sliding member (5) is provided with a mounting seat (8), one end of the return spring (7) is connected to the mounting seat (8), and the other end of the return spring (7) is connected to the bottom wall of the valve bridge (2).

5. The engine cylinder deactivation device according to claim 1, characterized in that: A vent hole (24) is provided on the bottom wall of the valve bridge (2), and the vent hole (24) is used to prevent air resistance when the rocker arm column (3) moves in the valve bridge (2).

6. The engine cylinder deactivation device according to claim 1, characterized in that: Along the axial direction of the valve bridge (2), the height of the sliding member (5) is smaller than the depth of the first accommodating area (22).

7. The engine cylinder deactivation device according to claim 1, characterized in that: The protrusion (21) has a guide surface for guiding the sliding member (5) located in the first accommodating area (22) to enter the second accommodating area (23). Along the radial direction of the valve bridge (2), the diameter of the first accommodating area (22) is larger than the diameter of the second accommodating area (23).

8. The engine cylinder deactivation device according to claim 7, characterized in that: The sliding member (5) further comprises a guide portion (53), and when in the locking mode, the guide portion (53) abuts against the guide surface.

9. The engine cylinder deactivation device according to claim 1, characterized in that: The rotary drive source (4) includes a main body (41) and a rotating part (42); the rocker arm column (3) is provided with a sealed cavity; the main body (41) is arranged in the sealed cavity; one end of the rotating part (42) is connected to the main body (41); and the other end of the rotating part (42) is connected to the cylinder stop cam (6).

10. A vehicle, characterized in that The invention comprises an engine and the engine cylinder deactivation device according to any one of claims 1 to 9, wherein the engine cylinder deactivation device is installed on the engine.

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