Integrated valve rotating mechanism

Abstract

The invention relates to the field of valve rod rotating structures, in particular to an integrated valve rotating mechanism. The integrated valve rotating mechanism comprises a split type spring seat, the split type spring seat comprises a seat body, and a mounting cavity penetrating through one end is formed in the seat body; the extrusion part is mounted in the mounting cavity and comprises a positioning cylinder, and a plurality of balls extending into a cylinder cavity are embedded in the positioning cylinder; the transmission seat is movably mounted in the mounting cavity and comprises a transmission cylinder, and a plurality of inclined rolling grooves are formed in the circumferential outer wall of the transmission cylinder; wherein the positioning cylinder is arranged outside the transmission cylinder in a sleeving manner, and the balls roll in the rolling grooves. According to the integrated valve rotating mechanism provided by the invention, the rotation of the valve rod is more stable, and meanwhile, the integrated valve rotating mechanism has longer service life.

Description

Technical Field

[0001] This invention relates to the field of valve stem rotation structures, and more particularly to an integrated valve rotation mechanism. Background Technology

[0002] An integrated valve rotation mechanism is an advanced engine technology designed to improve the performance and durability of the valve system by forcing the valve to rotate along its own axis during opening and closing. This mechanism is typically integrated into the valve guide or valve spring seat to ensure that the valve rotates a certain angle each time it opens.

[0003] An integrated valve rotation mechanism typically consists of the following parts:

[0004] Ball bearings and ramp rails: The balls are located in independent grooves in the rotor structure and are pressed against the top of the ramp rails by small helical springs;

[0005] Disc spring: Covers the ball bearings. When the valve opens, the increased valve spring force compresses the disc spring, which in turn exerts a force on the ball bearings, causing them to move along the track.

[0006] Clamping locking plate: Transmits the relative rotation between the disc spring and the rotating mechanism to the valve stem, thereby driving the valve stem to rotate axially.

[0007] For example, patent number 201710641314.3 describes a "valve rotation mechanism," which includes a valve stem, a rotating component, a valve spring seat, and a valve spring. The rotating component includes a gear portion, with external teeth on its periphery. The sidewalls of the external teeth facing the circumference of the gear portion have upper and lower inclined surfaces. The valve spring seat has a cavity, and the gear portion is located within the cavity. The lower end of the cavity has a lower gear ring capable of meshing with the gear portion. The lower gear ring consists of multiple lower teeth, each with a lower tooth surface corresponding to the lower inclined surface. The upper end of the cavity has an upper gear ring capable of meshing with the gear portion. The upper gear ring consists of multiple upper teeth, each with an upper tooth surface corresponding to the upper inclined surface. The upper and lower teeth are staggered in the circumferential direction of the valve spring seat. A disc spring is provided within the cavity to press the gear portion upwards. In the vertical direction, the elastic coefficient of the disc spring is less than that of the valve spring. This mechanism enables the valve to rotate automatically during operation.

[0008] Patent No. 201220011898.9 describes a "compact internal combustion engine valve rotation mechanism," comprising a body, a cover, a disc spring, a ball clamp, multiple steel balls, and a return spring. The body has a sloping bottom groove, within which the steel balls are installed. Each steel ball is equipped with a return spring, which holds the ball against the upper part of the sloping bottom groove. A ball clamp is located below each steel ball to hold it in place. The cover mates with the body and is rotatably connected to it. A disc spring is positioned between the cover and the ball clamp, with one end resting on the cover, the middle portion on the ball clamp, and the other end on the body. A wear-resistant pad is provided between the other end of the disc spring and the body. This compact internal combustion engine valve rotation mechanism is simple in structure, avoids wear between the disc spring and the body, and extends the service life of the rotation mechanism.

[0009] Patent No. 201120131363.0 describes a "coated friction-reducing valve rotation mechanism," which includes a mechanism body with a through hole, a cover fastened to the top of the mechanism body, and an outer edge on the mechanism body. A rolling device and a disc spring are installed at corresponding positions on the outer edge. The disc spring is positioned above the rolling device and contacts both the cover and the mechanism body. The contact surface between the disc spring and the mechanism body has a wear-resistant coating. By providing a wear-resistant coating between the disc spring, the mechanism body, and the cover, the friction between the disc spring rotation and the mechanism body and cover can be reduced, improving the wear condition between the disc spring and the mechanism body, extending the service life of the valve rotation mechanism. The structure is relatively simple and suitable for industrial production.

[0010] However, the following defects and shortcomings still exist in the application implementation process:

[0011] Traditional valve rotation mechanisms typically use a disc spring (or cone spring) to compress a steel ball, driving the valve to rotate. The core principle is to use the axial pressure of the spring to make the steel ball roll along a slanted groove, thus converting axial motion into rotational motion. However, this structure has the following key problems:

[0012] Small contact area and stress concentration: The contact between the steel ball and the inclined groove or spring is a point contact or line contact, and the pressure per unit area is relatively large. Long-term operation can easily lead to local wear, indentation or even peeling, affecting the reliability and life of the rotating mechanism.

[0013] Weak restraint and poor rotational stability: Since the steel balls are only constrained by spring pressure, sliding friction may occur instead of pure rolling friction during high-frequency reciprocating motion, resulting in uneven rotation or even jamming, which affects valve sealing.

[0014] The lubrication conditions are harsh and prone to failure: The engine operates in a high-temperature and dusty environment, which makes the lubricating oil prone to carbonization or loss. If there is insufficient lubrication between the steel balls and the raceway, it will aggravate wear and shorten the service life.

[0015] Therefore, it is necessary to provide a new integrated valve rotation mechanism to solve the above-mentioned technical problems. Summary of the Invention

[0016] To solve the above-mentioned technical problems, the present invention provides an integrated valve rotation mechanism.

[0017] The integrated valve rotation mechanism provided by this invention includes:

[0018] The split spring seat includes a seat body, and the seat body has a mounting cavity that extends through one end.

[0019] An extrusion component, which is installed inside an installation cavity, includes a positioning cylinder, inside which are embedded a plurality of balls extending into the cavity.

[0020] A transmission base, which is movably installed inside the mounting cavity, includes a transmission cylinder, the outer circumferential wall of which has multiple inclined roller grooves.

[0021] The positioning cylinder is sleeved outside the transmission cylinder and inside the ball rolling groove.

[0022] Preferably, one end of the seat is stepped for mounting the spring, while the mounting cavity opening is located at the other end of the seat, and a bottom ring seat is screwed to the opening end of the mounting cavity.

[0023] Preferably, the other end of the bottom ring seat is tapered toward the center, such that the inner diameter of this end is smaller than the inner diameter of the opening end of the mounting cavity.

[0024] Preferably, the positioning cylinder is assembled from two sections of cylinder, which are fixed together by screws, and one section of cylinder is integrally connected to a positioning ring frame, which is fixed to the top of the mounting cavity by screws.

[0025] Preferably, each of the two cylindrical sections has a groove on one side that connects to the inside of the cylindrical cavity, and the grooves in the two cylindrical sections together form a spherical groove, and the ball is located inside the spherical groove.

[0026] Preferably, one end of the transmission cylinder is integrally connected to a chassis, and the chassis is located inside the mounting cavity.

[0027] Preferably, one end of the groove extends through the upper end face of the transmission cylinder.

[0028] Preferably, a return spring is also provided inside the mounting cavity, with one end of the return spring abutting against the positioning ring frame and the other end abutting against the chassis.

[0029] Preferably, the transmission cylinder is fixed to the valve stem, and the valve stem also passes through the seat, the positioning cylinder and the chassis.

[0030] Compared with related technologies, the integrated valve rotation mechanism provided by the present invention has the following advantages:

[0031] A positioning cylinder and a transmission cylinder are installed inside the seat body. The transmission cylinder is fixed to the valve stem and can move axially relative to the positioning cylinder. The positioning cylinder has balls inside, and the outer circumference of the transmission cylinder has oblique grooves. During the relative movement of the two, the transmission cylinder can be squeezed to generate axial rotation, thereby driving the valve stem to rotate, making the rotation of the valve stem more stable and having a longer service life.

[0032] By setting an installation cavity inside the split spring seat, the rotary drive components (extrusion part, transmission seat, return spring) are highly integrated, significantly reducing the overall size and making it easy to realize the valve rotation function in a limited space, while maintaining compatibility with traditional valve spring seats.

[0033] The split spring seat uses a seat body and bottom ring seat screw connection. The positioning ring frame of the extruded part is detachably fixed to the seat body. The positioning cylinder adopts a split cylinder design, which facilitates the installation and maintenance of the ball bearings and simplifies the assembly process.

[0034] The inward-curving design of the bottom ring seat prevents the transmission seat from coming out, while also providing a limiting function and detachability, making it easy to inspect and replace parts.

[0035] The combination of the inclined groove and the ball converts the axial force of the spring into the rotational torque of the transmission cylinder, thereby achieving forced rotation of the valve stem, effectively avoiding valve carbon buildup and localized wear, and extending valve life.

[0036] The return spring ensures that the transmission seat and the positioning cylinder automatically return to their original positions, guaranteeing the cyclic stability of the rotational motion;

[0037] The rolling friction of the balls in the spherical groove reduces transmission loss, and the uniform distribution of the inclined grooves makes the rotational force distribution more balanced, reducing the risk of uneven wear of the valve stem.

[0038] The split transmission cylinder design avoids the difficulty of overall processing, reduces manufacturing costs, and improves the accuracy and consistency of grooving.

[0039] The mechanism can be adapted to standard valve stem installation requirements without changing the existing valve system layout, and is suitable for various engine models, making it highly valuable for engineering promotion. Attached Figure Description

[0040] Figure 1 A schematic diagram of a preferred embodiment of the integrated valve rotation mechanism provided by the present invention;

[0041] Figure 2 As shown in this invention Figure 1A structural diagram of the other side;

[0042] Figure 3 As shown in this invention Figure 2 A schematic diagram of the explosion's structure;

[0043] Figure 4 This is a partial cross-sectional view of the split spring seat shown in this invention.

[0044] Figure 5 This is a schematic diagram of the split-type spring seat shown in the present invention;

[0045] Figure 6 This is a schematic diagram of the structure of the extrusion part shown in this invention;

[0046] Figure 7 This is a schematic diagram of the transmission base shown in the present invention.

[0047] The following are the labels in the diagram: 1. Split-type spring seat; 11. Seat body; 12. Mounting cavity; 13. Bottom ring seat; 2. Extruded part; 21. Positioning ring frame; 22. Positioning cylinder; 23. Groove; 24. Ball bearing; 3. Transmission seat; 31. Chassis; 32. Transmission cylinder; 33. Groove; 4. Return spring. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0049] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0050] Please see Figures 1 to 7 The present invention provides an integrated valve rotation mechanism, which includes:

[0051] The split-type spring seat 1 consists of a seat body 11 and a bottom ring seat 13. One end of the seat body 11 is stepped for assembling a spring, and it also has a mounting cavity 12 inside. The mounting cavity 12 passes through the other end of the seat body 11, and the bottom ring seat 13 is fixed to the end of the seat body 11 by screws. The other end of the bottom ring seat 13 is tapered toward the center, so that the inner diameter of this end is smaller than the inner diameter of the opening end of the mounting cavity 12.

[0052] The extrusion component 2 includes a positioning ring frame 21, which is screwed into the mounting cavity 12 and concentrically arranged with the base body 11. A positioning cylinder 22 is provided at one end of the positioning ring frame 21. The positioning cylinder 22 is a split structure, consisting of two sections of cylinder fixed by screws. Each of the two sections of cylinder has a groove 23 that connects to the inside of the cylinder cavity on its opposite side. The grooves 23 in the two sections of cylinder together form a spherical groove, and a rotatable ball bearing 24 is installed inside the spherical groove.

[0053] The transmission base 3 includes a chassis 31 located inside the mounting cavity 12 and concentrically arranged with the seat body 11, and can move axially relative to the seat body 11. A transmission cylinder 32 is integrally connected to one end of the seat body 11. The outer circumferential wall of the transmission cylinder 32 has multiple inclined grooves 33, and one end of the grooves 33 penetrates the upper end face of the transmission cylinder 32, while the balls 24 roll inside the grooves 33.

[0054] The reset spring 4 is located inside the mounting cavity 12, with one end abutting against the positioning ring frame 21 and the other end abutting against the chassis 31.

[0055] It should be noted that: the split spring seat 1 in this device is in the form of a traditional spring seat, used to install the spring with the valve stem. At the same time, an installation cavity 12 is added inside it. The installation cavity 12 is used to install the extrusion part 2, the transmission seat 3 and the return spring 4, etc., making the whole device more compact. In order to further restrict the transmission seat 3, a bottom ring seat 13 is provided at the opening end of the installation cavity 12 to prevent the transmission seat 3 from falling out. The bottom ring seat 13 is detachably connected to the seat body 11, which can facilitate the disassembly, assembly and maintenance of the various structures inside the installation cavity 12.

[0056] For the extrusion part 2, it is based on the positioning ring frame 21, which is fixed inside the base body 11 with screws. The two are detachably connected, which facilitates the disassembly, replacement and maintenance of the entire extrusion part 2. One end of the positioning ring frame 21 has a concentric positioning cylinder 22. The positioning cylinder 22 adopts a split design and consists of two cylinders. Both cylinders have grooves 23. After the two cylinders are assembled and fixed, the grooves 23 in the two cylinders correspond to form a spherical groove. A ball bearing 24 is installed inside the spherical groove. Therefore, the split design of the positioning cylinder 22 is more conducive to the disassembly and assembly of the ball bearing 24.

[0057] For the transmission seat 3, the entire transmission seat 3 is based on the chassis 31, which is located inside the mounting cavity 12. Because the lower port of the bottom ring seat 13 converges inward, the inner diameter of the port is smaller than the outer diameter of the chassis 31 to prevent the entire transmission seat 3 from coming out. This has a limiting effect on the transmission seat 3. One end of the chassis 31 also has a concentrically arranged transmission cylinder 32. The transmission cylinder 32 is concentrically arranged with the positioning cylinder 22 and extends into the interior of the positioning cylinder 22. The outer circumferential wall of the transmission cylinder 32 has multiple inclined grooves 33, and the balls 24 on the positioning cylinder 22 are embedded in the grooves 33, so that the balls 24 can roll along the grooves 33.

[0058] In this entire device, only the chassis 31 and the transmission cylinder 32 are fixed to the valve stem, while the valve stem, the split spring seat 1, and the extrusion piece 2 are not in contact. Therefore, when the valve stem of this device is in operation, the spring generates an axial force on the seat 11, causing the seat 11 and the transmission seat 3 to move relative to each other. At this time, the positioning cylinder 22 and the transmission cylinder 32 will move relative to each other. Because the groove 33 has a positioning function for the ball 24, the ball 24 can only roll in the groove 33. Since the groove 33 itself is inclined, during the relative movement of the positioning cylinder 22 and the transmission cylinder 32, the ball 24 will generate a circumferential force on the transmission cylinder 32. During the axial displacement of the transmission cylinder 32, it will also rotate, making the rotation of the valve stem more stable and having a longer service life.

[0059] After the external force exerted by the spring on the seat 11 is removed, the positioning cylinder 22 and the transmission cylinder 32 move in opposite directions under the elastic force of the return spring 4, thus returning to the initial state.

[0060] It is important to emphasize that the core innovation of this integrated valve rotation mechanism lies in its ingenious modular design and efficient force transmission and conversion mechanism.

[0061] The split-type spring seat 1 is precision machined from high-strength alloy steel. The stepped end of the seat body 11 is designed with three-stage precision mating surfaces, with the diameter tolerance of each step controlled within ±0.005mm to ensure accurate positioning of the valve spring. The mounting cavity 12 is formed using deep hole drilling technology, with an inner diameter of Φ28.00±0.01mm. The surface is honed to achieve a mirror finish of Ra0.4μm, providing an ideal operating environment for the internal moving parts. The bottom ring seat 13 is fixed to the seat body 11 with four 12.9 grade M5 hex socket screws with a torque of 8±1N·m. Its constricted end adopts a 15° tapered angle design, with a minimum inner diameter of Φ25.5mm, forming a precise mechanical limit with the chassis 31.

[0062] The positioning ring 21 of the extruded part 2 is manufactured using powder metallurgy, achieving a density of 7.2 g / cm³. 3The positioning cylinder 22 is fixed in the mounting cavity 12 with a torque of 5 N·m using three M4 screws, and its coaxiality is ensured to be within 0.02 mm through precision machining. The innovative split structure of the positioning cylinder 22 consists of upper and lower halves, made of GCr15 bearing steel, with a hardness of HRC60-64 after quenching and tempering. The two halves are connected by two M3 countersunk screws, and the mating surface is machined with a 90° V-shaped positioning groove. The roundness error of the spherical groove formed after assembly does not exceed 0.003 mm. The ball bearing 24 uses G10 grade precision steel balls with a diameter of Φ9.525 mm and a spherical error ≤0.001 mm. High-temperature grease containing MoS2 is applied during assembly.

[0063] The chassis 31 of the transmission base 3 is made of QT600-3 ductile iron, which is isothermally hardened to a hardness of HB280-320. A precision threaded hole of M10×1.25 is machined in its center, with a thread accuracy of 6g. The transmission cylinder 32 and chassis 31 are connected by an interference fit with an interference of 0.02mm, achieving precision assembly through liquid nitrogen cold fitting. Multiple oblique roller grooves 33 machined on its outer cylindrical surface are produced using a five-axis CNC machine tool. The groove parameters are: inclination angle 40°±0.5°, groove depth 2.5±0.02mm, helix angle 12°30'±5'. The groove surface is ion-nitrided to a surface hardness of HV900.

[0064] The return spring 4 is made of SWOSC-V spring steel wire, and is subjected to stress-relief annealing and shot peening strengthening treatment. Its stiffness coefficient is 15±1.5N / mm, its working stroke is 5mm, and its preload is precisely controlled at 75±7.5N.

[0065] During assembly, a coordinate measuring machine is first used to perform a full inspection of all critical dimensions to ensure that the dimensional tolerances of each component are within the allowable range. When the positioning ring 21 is installed into the seat 11, a special guide fixture must be used to ensure that its coaxiality with the mounting cavity 12 is ≤0.03mm. The assembly of the positioning cylinder 22 must be carried out in a temperature-controlled workshop, with the ambient temperature controlled at 20±1℃. First, the lower half of the cylinder is placed in a special fixture, the ball bearings 24 are inserted and lubricated, then the upper half of the cylinder is closed, and the connecting screws are tightened crosswise to 3N·m using a torque screwdriver. When installing the transmission seat assembly, the transmission cylinder 32 is first frozen in liquid nitrogen at -196℃ for 30 minutes, and then quickly pressed into the chassis 31, with the pressure controlled within the range of 4-6kN.

[0066] After assembly, the assembly undergoes three functional tests: Rotational flexibility testing is conducted on a dedicated test bench, where the rotational resistance torque should be ≤0.15 N·m when a 50 N axial force is applied; the reset performance test requires complete reset within 0.5 seconds after the external force is removed, with residual displacement ≤0.1 mm; and the durability test is conducted in a high-temperature test chamber, where after 100,000 cycles of continuous operation at an ambient temperature of 150℃, the wear of each moving pair must meet the following requirements: ball diameter change ≤0.01 mm, groove depth change ≤0.05 mm, and spring free length change ≤0.3 mm. In actual engine applications, this mechanism can generate a stable rotation angle of 32°±2° at 6500 rpm, improving the wear uniformity of the valve and valve seat contact surfaces by more than 60%. During maintenance, the ball clearance should be checked every 50,000 km and measured with a feeler gauge; it should be ≤0.1 mm. High-temperature grease should be added every 30,000 km, with the amount precisely controlled at 0.5±0.05 g. When the depth of the groove 33 is worn to 0.2mm or the free length of the return spring 4 is shortened to 27mm, the corresponding parts need to be replaced.

[0067] This embodiment achieves high reliability and long service life of the valve rotation mechanism through precision manufacturing processes and strict quality control, while also significantly improving maintenance convenience compared to traditional structures.

[0068] The above are merely embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. An integrated valve rotation mechanism, characterized in that, include: Split-type spring seat (1), the split-type spring seat (1) includes a seat body (11), the seat body (11) has a mounting cavity (12) extending through one end; The extrusion member (2) is installed inside the mounting cavity (12) and includes a positioning cylinder (22) with a plurality of ball bearings (24) extending into the cavity embedded inside the positioning cylinder (22). The transmission seat (3) is movably installed inside the mounting cavity (12) and includes a transmission cylinder (32). The outer circumferential wall of the transmission cylinder (32) has a plurality of inclined roller grooves (33). The positioning cylinder (22) is sleeved outside the transmission cylinder (32), while the ball (24) rolls inside the rolling groove (33).

2. The integrated valve rotation mechanism according to claim 1, characterized in that, One end of the seat (11) is stepped for mounting the spring, and the opening of the mounting cavity (12) is located at the other end of the seat (11), and a bottom ring seat (13) is screwed to the opening end of the mounting cavity (12).

3. The integrated valve rotation mechanism according to claim 2, characterized in that, The other end of the bottom ring seat (13) is brought together toward the center, so that the inner diameter of this end is smaller than the inner diameter of the opening end of the mounting cavity (12).

4. The integrated valve rotation mechanism according to claim 1, characterized in that, The positioning cylinder (22) is composed of two sections of cylinder, which are fixed by screws. One section of the cylinder is integrally connected to a positioning ring frame (21), which is fixed to the top of the mounting cavity (12) by screws.

5. The integrated valve rotation mechanism according to claim 4, characterized in that, Both sections of the cylinder have grooves (23) that connect to the inside of the cylinder cavity on opposite sides. The grooves (23) in the two sections of the cylinder together form a spherical groove, and the ball (24) is located inside the spherical groove.

6. The integrated valve rotation mechanism according to claim 1, characterized in that, The transmission cylinder (32) is integrally connected to a chassis (31) at one end, and the chassis (31) is located inside the mounting cavity (12).

7. The integrated valve rotation mechanism according to claim 6, characterized in that, One end of the groove (33) penetrates the upper surface of the transmission cylinder (32).

8. The integrated valve rotation mechanism according to claim 1, characterized in that, A reset spring (4) is also provided inside the mounting cavity (12). One end of the reset spring (4) abuts against the positioning ring frame (21), and the other end abuts against the chassis (31).

9. The integrated valve rotation mechanism according to claim 1, characterized in that, The transmission cylinder (32) is fixed to the valve stem, and the valve stem also passes through the seat (11), the positioning cylinder (22) and the chassis (31).

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