Valve drive mechanism with a cylinder closing function

Abstract

The application discloses a valve driving mechanism with a closed cylinder function, and belongs to the technical field of gasoline engine valve distribution, and solves multiple defects of the prior similar mechanism. The valve driving mechanism comprises a cam, a split tappet, a main rocker arm, a secondary rocker arm and a hydraulic actuator, the tappet is provided with a lock pin type clutch structure, the main rocker arm is mechanically driven by the cam, and the secondary rocker arm is independently controlled by the hydraulic actuator. In a conventional mode, the lock pin locks the inner core and the outer cylinder of the tappet, the cam normally drives the valve through the main rocker arm, and the secondary rocker arm does not interfere with the work; in a closed cylinder mode, the hydraulic unlocking tappet clutch cuts off the mechanical transmission, the hydraulic actuator drives the secondary rocker arm to press the valve rod, the valve is locked to realize cylinder stopping, and the valve can also be adjusted in a small amount as required. The application relies on the original cam mechanical structure, only adds the split tappet and the secondary rocker arm assembly, the mechanical driving reliability is high in a conventional working condition, the cylinder intake and exhaust can be cut off in a closed cylinder working condition, the loss is greatly reduced, and the fuel economy is improved.

Description

Technical Field

[0001] This invention relates to valve control of gasoline engines, specifically to a valve drive mechanism with cylinder deactivation function, belonging to the field of gasoline engine technology. Background Technology

[0002] In actual operation, the speed and working state of a gasoline engine are not fixed, but are changed in real time according to the load to improve fuel combustion efficiency and fuel economy.

[0003] The amount of air obtained by the working cylinders of a gasoline engine is jointly controlled by the throttle valve between the air filter and the intake manifold, and the valve train (intake valve and exhaust valve) located on the cylinder head.

[0004] Currently, the valve train mechanisms of mainstream products on the market can be roughly divided into two categories: one is a fixed lift valve train structure, and the other is a variable valve mechanism.

[0005] Fixed-lift valve trains resemble camshaft-rocker arm valve trains, where the intake valve movement is determined by a fixed-profile cam. Once designed and manufactured, the intake valve opening and closing are controlled according to the set cam profile throughout the entire process. With a fixed valve lift, it is impossible to reduce intake air by reducing the valve opening. It can only rely on the throttle valve to control the amount of air. However, when the throttle valve is closed at low loads, a huge throttling negative pressure will be continuously generated. The piston intake has to overcome vacuum resistance, resulting in a large amount of pumping loss and a significant increase in fuel consumption.

[0006] Variable valve mechanisms are further divided into mechanical variable valve mechanisms and electro-hydraulic camless valve drive structures.

[0007] Mechanical variable valve timing mechanisms change the intake valve lift by setting multiple cams, rocker arm switching, or pivot point adjustment. Under low load, the intake valve lift is reduced, and together with the throttle valve, the intake volume is controlled. Since the intake valve opening is smaller, the throttle valve does not need to be closed too much when controlling the same small intake volume, which can reduce throttling negative pressure and reduce pumping losses. However, most of these adjustment structures currently use discrete gear switching, which limits the adjustment range.

[0008] Electro-hydraulic camless valve drive technology controls valve opening electro-hydraulicly, unlike cam rocker arms which are limited by a fixed lift. It can achieve independent control of the entire valve movement stroke and has a high degree of freedom. However, it generally suffers from problems such as high system energy consumption and complex control. In particular, when the internal combustion engine is working normally, the valve opening and closing times are 300 to 4000 times per minute. Relying on electro-hydraulic control, its long-term reliability is seriously insufficient, making it difficult to promote on a large scale in conventional automotive engines. Summary of the Invention

[0009] The purpose of this invention is to provide a new technical solution to improve or solve the technical problems existing in the prior art as described above.

[0010] The technical solution provided by this invention is as follows: A valve drive mechanism with cylinder deactivation function includes a cam, a tappet, a main rocker arm, and a rocker arm shaft. The main rocker arm is rotatably mounted on the rocker arm shaft, and the valve end of the main rocker arm abuts against the end of a valve stem. A valve spring is provided below the valve stem, and the valve spring continuously pushes the valve stem against the valve seat. The power end of the main rocker arm is hinged to the upper end of the tappet, and the lower end of the tappet abuts against the cam. The mechanism also includes a secondary rocker arm, which is rotatably mounted on the rocker arm shaft. The valve end of the secondary rocker arm can be controllably abutted against or disengaged from the upper end of the valve stem. The power end of the secondary rocker arm is hinged to a hydraulic actuator, which controls the swing of the secondary rocker arm around the rocker arm shaft. The tappet includes an outer cylinder and an inner core, and a clutch structure is provided between the outer cylinder and the inner core to control whether the outer cylinder and the inner core are rigidly connected. The technical solution provided by this invention has the following advantages compared with the prior art: By controlling the connection state between the outer cylinder and inner core of the tappet through a clutch structure, and combining the position adjustment of the auxiliary rocker arm by the hydraulic actuator, the switching between two working modes—normal valve drive and cylinder-closed valve stop—can be achieved: When the cylinder needs to work normally, the clutch structure rigidly connects the outer cylinder and inner core, and the tappet can stably transmit the rotational stroke of the cam to the main rocker arm, driving the main rocker arm to swing around the rocker arm axis, thereby pushing the valve stem downward to complete the normal opening and closing action of the valve; when ... tappet can switch between two working modes—normal valve drive and cylinder-closed valve stop—to complete the normal valve opening and closing action. When the cylinder is deactivated, the clutch mechanism releases the rigid connection between the outer cylinder and the inner core. At the same time, the hydraulic actuator drives the secondary rocker arm to swing, so that the valve end of the secondary rocker arm abuts against the upper end of the valve stem, keeping the valve in the closed position. At this time, the cam can not transmit power to the main rocker arm through the inner core, and the valve remains closed, completing the cylinder deactivation operation. The overall structure is simple, requires little modification to the existing engine cylinder head, and has low modification costs. At the same time, the valve remains closed after cylinder deactivation, which can effectively reduce engine pumping losses and mechanical friction, and improve engine fuel economy.

[0011] Based on the above technical solution, the present invention can be further improved as follows.

[0012] Furthermore, the valve end of the main rocker arm and the valve end of the auxiliary rocker arm are arranged side by side, respectively abutting against half of the top of the valve stem.

[0013] The advantages of adopting the above-mentioned further solution are that the side-by-side arrangement has a simple processing technology, the two valve ends are processed and assembled independently, the manufacturing difficulty is low, the assembly and maintenance are more convenient, it can be adapted to the structural layout of most existing engine valve stems, and there is no need to do special nesting processing on the top of the original valve stem, further reducing the modification cost. Furthermore, the valve end of the main rocker arm and the valve end of the auxiliary rocker arm are nested concentrically, with the valve end of the main rocker arm acting on the outer ring of the valve stem end and the valve end of the auxiliary rocker arm acting on the center of the valve stem end. The beneficial effects of adopting the above-mentioned further solution are that the concentric nested layout structure is compact, the two valve ends will not form a parallel off-center load layout at the valve stem top, the force on the valve stem is always transmitted along the valve stem axis, avoiding the valve stem being subjected to lateral off-center load, which can effectively reduce the wear between the valve stem and the guide, improve the overall long-term working reliability of the mechanism, and extend the service life of the components. Furthermore, an anti-rotation guide structure is provided between the inner core and the outer cylinder.

[0014] The beneficial effects of adopting the above-mentioned further solution are that it can prevent the inner core and the outer cylinder from rotating in a relative circumferential direction, ensure that the blind hole and the pin hole of the clutch structure always remain aligned, ensure that the locking pin can be smoothly engaged in the pin hole to complete the rigid connection, avoid misalignment and jamming that could cause mechanism failure, and improve the reliability of clutch action.

[0015] Furthermore, the clutch structure includes a blind hole, a pin spring, a locking pin, a pin hole, and a hydraulic control chamber. The inner core has a blind hole, and the bottom of the blind hole has a pin spring. The locking pin is slidably disposed in the blind hole through a sealing structure, and its inner end abuts against the pin spring. The outer cylinder has a pin hole and a hydraulic control chamber. The blind hole is adapted to the pin hole, the pin hole is connected to the hydraulic control chamber, and the outer side of the pin hole is connected to the hydraulic control system. When the locking pin is engaged in the pin hole, the inner core and the outer cylinder are rigidly connected. When the locking pin is disengaged from the pin hole, the inner core and the outer cylinder can move axially relative to each other.

[0016] The advantages of adopting the above-mentioned further solution are that the clutch structure can be controlled by relying on the original hydraulic system of the engine, without the need to add complex electric drive control components. The structure is simple and mature, the locking and unlocking action of the locking pin is fast, the long-term working reliability is high, it is easy to maintain and repair, it can adapt to the high-frequency mode switching needs of internal combustion engines, and reduce the overall manufacturing cost.

[0017] Furthermore, the cam is abutted against the outer cylinder.

[0018] The advantages of adopting the above-mentioned further solution are that the driving force of the cam acts directly on the outer cylinder, the driving force transmission path is shorter, no additional power conversion components are required, the structure is simpler and more compact, it is compatible with the existing camshaft installation layout, and further reduces the amount of modification to the original engine structure.

[0019] Furthermore, the end of the locking pin is provided with an arc-shaped guide structure, and the opening end of the pin hole is provided with an arc-shaped guide structure.

[0020] The beneficial effects of adopting the above-mentioned further solution are that the arc-shaped guide structure can guide the locking pin to smoothly enter and exit the pin hole, avoid jamming between the end of the locking pin and the edge of the pin hole opening, improve the smoothness of the clutch action, reduce component wear, and further extend the service life of the mechanism.

[0021] Furthermore, the clutch structure is arranged in multiple parallel configurations, and the multiple clutch structures are evenly distributed along the circumference of the outer cylinder.

[0022] The beneficial effect of adopting the above-mentioned further solution is that the multiple clutch structures evenly distributed in the circumference can evenly distribute the locking force in the circumference of the outer cylinder and the inner core, avoiding uneven wear of components caused by unilateral force, and at the same time improving the overall structural strength after the rigid connection between the outer cylinder and the inner core, ensuring more stable and reliable power transmission.

[0023] Furthermore, the internal combustion engine operates in a conventional mode and a cylinder deactivation mode. In the conventional mode, the locking pin is inserted into the pin hole, the outer cylinder and the inner core are rigidly connected together, the cam drives the outer cylinder to move, and the outer cylinder transmits the movement to the inner core via the locking pin. The inner core is hinged to the power end of the main rocker arm to realize the mechanical operation of the valve. Under the control of the hydraulic actuator, the valve end of the auxiliary rocker arm and the top of the valve stem maintain a certain gap and do not contact each other, so the auxiliary rocker arm does not interfere with the control of the valve by the main rocker arm.

[0024] The beneficial effects of adopting the above-mentioned further solutions are that the power transmission path is clear and reliable in the conventional mode, the mode switching logic is simple, it will not interfere with the normal opening and closing control of the original valves, and it can ensure stable power output when the engine is working normally.

[0025] Furthermore, in cylinder-closed mode, the hydraulic actuator increases the hydraulic pressure, which is greater than the spring force of the pin spring. The locking pin is pressed into the blind hole, and the inner core and the outer cylinder are released from the locking relationship of the locking pin. The cam continues to drive the outer cylinder to move up and down, but the outer cylinder no longer drives the inner core to move synchronously. As a result, the power side of the main rocker arm loses power, and the valve side of the main rocker arm moves accordingly. The hydraulic actuator controls the movement of the auxiliary rocker arm, keeping the valve closed or making minor adjustments according to the operating conditions.

[0026] The beneficial effects of adopting the above-mentioned further solution are that, in cylinder deactivation mode, the valve of the target cylinder can be stably kept closed, cutting off the intake of the cylinder and stopping the cylinder from working. At this time, the engine does not need the cylinder to participate in power, which can reduce pumping losses under low load conditions and reduce mechanical friction losses, effectively improving the fuel economy of the engine. At the same time, the valve can be finely adjusted through the secondary rocker arm, which can adapt to the cylinder deactivation requirements under different operating conditions, taking into account both operational stability and economy. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram showing the positional relationship between the main rocker arm and the auxiliary rocker arm in Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the top column structure in Embodiment 1 of the present invention; Figure 4 This is a schematic diagram showing the positional relationship between the main rocker arm and the auxiliary rocker arm in Embodiment 2 of the present invention.

[0029] In the diagram, 1. Cam; 2. Tappet; 3. Main rocker arm; 4. Rocker arm shaft; 5. Valve stem; 6. Valve seat; 7. Secondary rocker arm; 8. Hydraulic actuator; 9. Hydraulic pump; 10. Outer cylinder; 11. Inner core; 12. Anti-rotation guide structure; 13. Blind hole; 14. Pin spring; 15. Locking pin; 16. Pin hole; 17. Hydraulic control chamber. Detailed Implementation

[0030] The serial numbers assigned to components in this document, such as "first" and "second," are used only to distinguish the described objects and do not imply any priority in order or any specific technical meaning. Furthermore, the concepts of "connection" and "linkage" mentioned in this application, unless otherwise specified, are considered to include both direct connection (linkage) and indirect connection (linkage).

[0031] Example 1: like Figures 1-3As shown, a valve drive mechanism with cylinder deactivation function includes a cam 1, a tappet 2, a main rocker arm 3, and a rocker arm shaft 4. The main rocker arm 3 is rotatably mounted on the rocker arm shaft 4. The valve end of the main rocker arm 3 abuts against the top of the valve stem 5. A valve spring is disposed below the valve stem 5, and the valve spring continuously pushes the valve stem 5 upward, making it tightly fit against the valve seat 6. The power end of the main rocker arm 3 is hinged to the upper end of the tappet 2, and the tappet 2... The lower end is in contact with the cam 1; it also includes a secondary rocker arm 7, which is rotatably mounted on the rocker arm shaft 4. The valve end of the secondary rocker arm 7 can controllably abut against or disengage from the upper end of the valve stem 5, and its power end is hinged to a hydraulic actuator 8, which is used to drive the secondary rocker arm 7 to swing around the rocker arm shaft 4; the tappet 2 is composed of an outer cylinder 10 and an inner core 11, and a clutch structure is provided between the two to control whether the outer cylinder 10 and the inner core 11 form a rigid connection.

[0032] The valve end of the main rocker arm 3 and the valve end of the auxiliary rocker arm 7 are arranged side by side, and act on half of the top area of ​​the valve stem 5 respectively.

[0033] An anti-rotation guide structure 12 is provided between the inner core 11 and the outer cylinder 10.

[0034] The clutch structure includes a blind hole 13, a pin spring 14, a locking pin 15, a pin hole 16, and a hydraulic control chamber 17. The inner core 11 has a blind hole 13 inside, and a pin spring 14 is installed at the bottom of the blind hole 13. The locking pin 15 is slidably placed in the blind hole 13 through a sealing structure, and its inner end presses against the pin spring 14. The outer cylinder 10 is provided with a pin hole 16 and a hydraulic control chamber 17. The blind hole 13 and the pin hole 16 correspond to each other. The pin hole 16 is connected to the hydraulic control chamber 17, and the outside of the pin hole 16 is connected to the hydraulic control system. The end of the locking pin 15 is provided with an arc-shaped guide structure, and the opening end of the pin hole 16 is also provided with an arc-shaped guide structure.

[0035] When the locking pin 15 is inserted into the pin hole 16, the inner core 11 and the outer cylinder 10 are rigidly connected; when the locking pin 15 is withdrawn from the pin hole 16, the inner core 11 and the outer cylinder 10 can move relative to each other along the axial direction.

[0036] The cam 1 is in contact with the outer cylinder 10.

[0037] Internal combustion engine operation includes conventional mode, cylinder deactivation mode, and cylinder deactivation reactivation mode: In the normal mode, the locking pin 15 is inserted into the pin hole 16, so that the outer cylinder 10 and the inner core 11 are rigidly connected. The cam 1 drives the outer cylinder 10 to move and transmits the action to the inner core 11 through the locking pin 15. The inner core 11 is hinged to the power end of the main rocker arm 3, thereby realizing the mechanical control of the valve. At this time, under the control of the hydraulic actuator 8, the valve end of the auxiliary rocker arm 7 and the top of the valve stem 5 maintain a gap and do not contact each other, so the auxiliary rocker arm 7 does not interfere with the valve control of the main rocker arm 3.

[0038] In the initial stage of cylinder deactivation mode, the control unit starts the hydraulic pump 9 to pressurize the hydraulic unit according to the current engine operating conditions and cylinder deactivation requirements, so that the accumulator reaches the set pressure. Then, the pressurized oil supplies the hydraulic actuator 8 to drive the secondary rocker arm 7 to perform a brief and slight lift adjustment on the target valve to release or balance the residual pressure in the cylinder. On the other hand, the pressurized oil enters the oil inlet of the tappet 2 and the hydraulic control chamber 17 through the branch oil circuit, directly pushing the locking pin 15 to retract into the inner core 11, so that it disengages from the pin hole 16. After the locking pin 15 disengages from the pin hole 16, the outer cylinder 10 and the inner core 11 are no longer rigidly connected. Although the cam 1 still drives the outer cylinder 10 to move, this movement cannot be effectively transmitted to the main rocker arm 3, and the mechanical drive path is cut off. At this time, the effective driving force for valve adjustment is switched from the main rocker arm 3 to the secondary rocker arm 7 and its hydraulic actuator 8 to meet the requirements of valve closure maintenance or slight adjustment in the cylinder deactivation state.

[0039] During the cylinder deactivation mode, since the mechanical force transmission path of the tappet 2 is interrupted, the main rocker arm 3 is no longer effectively driven by the cam 1, and the auxiliary rocker arm 7 is controlled by the hydraulic actuator 8 and stabilized near the valve closed position. If the cylinder pressure or valve position shifts due to factors such as temperature changes or minor leaks, the throttle compensation valve in the hydraulic unit can perform minor pressure compensation, and the hydraulic actuator 8 can finely adjust the valve opening through the auxiliary rocker arm 7 to ensure the cylinder deactivation state is stable.

[0040] The hydraulic actuator 8 controls the movement of the auxiliary rocker arm 7, and adjusts it in real time according to the working conditions to maintain the valve closed or make minor adjustments.

[0041] The cylinder deactivation mode refers to the process of switching from cylinder deactivation mode to normal mode, i.e., canceling the cylinder deactivation state and allowing the engine to resume normal operation. In this mode, the control unit first releases the pressure holding state of the hydraulic actuator 8 and determines the reactivation timing based on the cylinder pressure and valve position. Subsequently, the hydraulic actuator 8 gradually pushes the valve through the secondary rocker arm 7 to perform transitional opening or micro-adjustment to alleviate the pressure difference formed during cylinder deactivation and allow the cylinder pressure to gradually approach the normal working level. After the valve position and the tappet 2 position meet the re-engagement conditions, the control unit depressurizes the hydraulic control chamber 17 in the tappet 2, and the pin spring 14 pushes the locking pin 15 to extend outward again and embed into the pin hole 16, so that the outer cylinder 10 and the inner core 11 are locked together again. Subsequently, the mechanical lift of the cam 1 is transmitted to the valve stem 5 again through the tappet 2 and the main rocker arm 3, the main rocker arm 3 becomes an effective driving component again, and the secondary rocker arm 7 returns to the follow-up state, thereby achieving a smooth transition from the cylinder deactivation state to the normal mechanical working state.

[0042] Example 2: like Figure 4 As shown, unlike in Embodiment 1, in this example, the valve end of the main rocker arm 3 and the valve end of the auxiliary rocker arm 7 are nested in a concentric manner. The valve end of the main rocker arm 3 acts on the outer ring area of ​​the valve stem 5 end, and the valve end of the auxiliary rocker arm 7 acts on the center position of the valve stem 5 end.

[0043] Example 3: Unlike Example 1, the clutch structure in this example consists of three parallel arrangements, evenly distributed along the circumference of the outer cylinder 10. This allows the axial force from the cam 1 to be transmitted more evenly to the inner core 11.

[0044] This invention constructs a dual-path structure of main rocker arm 3 and auxiliary rocker arm 7, and uses tappet 2 and locking pin 15 to connect and disconnect the mechanical force transmission link, enabling the valve train to switch between conventional mechanical drive and electro-hydraulic drive. This breaks through the limitation of traditional mechanical variable valve mechanism that can only work with fixed cam shape, and meets the differentiated valve control requirements of the engine under different operating conditions.

[0045] Under normal operating conditions, the mechanical path undertakes the main gas distribution function, while the electro-hydraulic actuator only intervenes in special operating conditions such as cylinder closure, which can effectively reduce the energy consumption of the electro-hydraulic system. At the same time, the electro-hydraulic drive is only used for precise control during cylinder closure and reactivation, taking into account both flexibility and reliability, and helping to improve the overall durability of the machine.

[0046] This invention physically decouples the mechanical drive path from the electro-hydraulic drive path and achieves flexible switching through a clutch structure and control logic, enabling the two drive methods to work together without interfering with each other. It can achieve cylinder deactivation while ensuring the stability of conventional valve timing, simplifies the additional mechanisms required for special operating condition control, reduces system complexity, and provides an innovative structure for energy saving, emission reduction, and operation optimization of the engine.

[0047] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A valve drive mechanism with cylinder deactivation function, comprising a cam (1), a tappet (2), a main rocker arm (3), and a rocker arm shaft (4), wherein the main rocker arm (3) is rotatably mounted on the rocker arm shaft (4), the valve end of the main rocker arm (3) abuts against the end of a valve stem (5), a valve spring is provided below the valve stem (5), the valve spring continuously pushes the valve stem (5) against the valve seat (6) upwards, the power end of the main rocker arm (3) is hinged to the upper end of the tappet (2), and the lower end of the tappet (2) abuts against the cam (1), characterized in that, It also includes a secondary rocker arm (7), which is rotatably mounted on the rocker arm shaft (4). The valve end of the secondary rocker arm (7) can controllably abut against the upper end of the valve stem (5) or disengage from the upper end of the valve stem (5). The power end of the secondary rocker arm (7) is hinged to a hydraulic actuator (8). The hydraulic actuator (8) is used to control the secondary rocker arm (7) to swing around the rocker arm shaft (4). The tappet (2) includes an outer cylinder (10) and an inner core (11). A clutch structure is provided between the outer cylinder (10) and the inner core (11). The clutch structure is used to control whether the outer cylinder (10) and the inner core (11) are rigidly connected.

2. The valve drive mechanism with cylinder deactivation function according to claim 1, characterized in that, The valve end of the main rocker arm (3) and the valve end of the auxiliary rocker arm (7) are arranged side by side, respectively abutting against half of the top of the valve stem (5).

3. The valve drive mechanism with cylinder deactivation function according to claim 1, characterized in that, The valve end of the main rocker arm (3) and the valve end of the auxiliary rocker arm (7) are nested in the same circle. The valve end of the main rocker arm (3) acts on the outer ring of the valve stem (5) end, and the valve end of the auxiliary rocker arm (7) acts on the center of the valve stem (5) end.

4. The valve drive mechanism with cylinder deactivation function according to claim 1, characterized in that, An anti-rotation guide structure (12) is provided between the inner core (11) and the outer cylinder (10).

5. The valve drive mechanism with cylinder deactivation function according to claim 1, characterized in that, The clutch structure includes a blind hole (13), a pin spring (14), a locking pin (15), a pin hole (16), and a hydraulic control chamber (17). The inner core (11) is provided with a blind hole (13), and a pin spring (14) is provided at the bottom of the blind hole (13). The locking pin (15) is slidably provided in the blind hole (13) through a sealing structure, and its inner end abuts against the pin spring (14). The outer cylinder (10) is provided with a pin hole (16) and a hydraulic control chamber (17). The blind hole (13) is adapted to the pin hole (16), and the pin hole (16) is connected to the hydraulic control chamber (17). The outer side of the pin hole (16) is connected to the hydraulic control system. When the locking pin (15) is engaged in the pin hole (16), the inner core (11) and the outer cylinder (10) are rigidly connected. When the locking pin (15) is disengaged from the pin hole (16), the inner core (11) and the outer cylinder (10) can move axially relative to each other.

6. The valve drive mechanism with cylinder deactivation function according to claim 1, characterized in that, The cam (1) is abutted against the outer cylinder (10).

7. The valve drive mechanism with cylinder deactivation function according to claim 5, characterized in that, The end of the locking pin (15) is provided with an arc-shaped guide structure, and the opening end of the pin hole (16) is provided with an arc-shaped guide structure.

8. The valve drive mechanism with cylinder deactivation function according to claim 4, characterized in that, The clutch structure is arranged in multiple parallel rows, and the multiple clutch structures are evenly arranged along the circumference of the outer cylinder (10).

9. The valve drive mechanism with cylinder deactivation function according to claim 5, characterized in that, The internal combustion engine operates in a conventional mode and a cylinder deactivation mode. In the conventional mode, the locking pin (15) is inserted into the pin hole (16), the outer cylinder (10) and the inner core (11) are rigidly connected together, the cam (1) drives the outer cylinder (10) to move, and the outer cylinder (10) transmits the movement to the inner core (11) through the locking pin (15). The inner core (11) is hinged to the power end of the main rocker arm (3) to realize the mechanical operation of the valve. Under the control of the hydraulic actuator (8), the valve end of the auxiliary rocker arm (7) and the top of the valve stem (5) maintain a certain gap and do not contact each other, and the auxiliary rocker arm (7) does not interfere with the control of the valve by the main rocker arm (3).

10. The valve drive mechanism with cylinder deactivation function according to claim 9, characterized in that, In cylinder-closed mode, the hydraulic actuator (8) increases the hydraulic pressure, which is greater than the spring force of the pin spring (14). The locking pin (15) is pressed into the blind hole (13), and the inner core (11) and the outer cylinder (10) are released from the locking relationship of the locking pin (15). The cam (1) continues to drive the outer cylinder (10) to move up and down, but the outer cylinder (10) no longer drives the inner core (11) to perform synchronous action. As a result, the power end of the main rocker arm (3) loses power, and the valve end of the main rocker arm (3) moves accordingly. The hydraulic actuator (8) controls the movement of the auxiliary rocker arm (7) and adjusts the auxiliary rocker arm (7) in real time according to the working conditions to keep the valve closed or make minor adjustments.

Images