Camshaft phase adjusting type oil injection timing adjusting device for diesel engine
Through the internal and external helical gear transmission mechanism, the axial movement of the piston shaft is converted into the rotational movement of the camshaft, which solves the problem of cumbersome and high cost of timing adjustment of the diesel engine, and achieves high-precision and low-cost timing adjustment of the fuel injection.
Patent Information
- Application Number
- CN202422083529.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-27
- Publication Date
- 2025-05-20
- Estimated Expiration
- 2034-08-27
AI Technical Summary
The timing adjustment of diesel engine fuel injection is cumbersome and inconvenient and costly. The existing methods require adding and decreasing gaskets or adjusting camshaft gears, resulting in component disassembly, lubricant, fuel leakage and high economic costs.
The principle of pressure balance in the hydraulic oil chamber is adopted, and the axial movement of the piston shaft is converted into the rotational movement of the camshaft through the internal and external helical gear transmission mechanism, thereby realizing the adjustment of the fuel injection timing of the diesel engine.
It reduces the economic, time and management costs of diesel engine fuel injection timing adjustment, simplifies the adjustment structure, improves the adjustment accuracy and usability, and reduces wear and pollution of parts.
Smart Images
Figure CN222887060U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of diesel engines, and particularly relates to a camshaft phase adjustment type fuel injection timing adjustment device for a diesel engine. Background Art
[0002] The correctness of the fuel injection timing of a diesel engine is a key factor to ensure the normal operation of the diesel engine and its operation under the best working conditions. If the fuel injection timing is inaccurate, the diesel engine cannot start, or it will work roughly after starting, consume a large amount of fuel, have abnormal power output, reduced efficiency, large mechanical and thermal loads, large mechanical wear, and poor economic performance. Therefore, in engine management, the inspection and adjustment of the fuel injection timing of a diesel engine are relatively crucial.
[0003] At present, most diesel engines in the manufacturing factory adjust the uniformity of fuel injection timing by adding or reducing gaskets between the high-pressure oil pump and the body mounting surface or by adjusting the camshaft gear to meet the numerical range requirements of the explosion pressure, exhaust temperature, etc. With the actual ship operation of the diesel engine, due to the normal wear of parts, the fuel injection timing changes, and when the parameters are abnormal, the fuel injection timing still needs to be adjusted by adding or reducing gaskets or adjusting the camshaft gear. Although this method can meet the requirements, there are still deficiencies: ① The adjustment of the fuel injection timing is relatively cumbersome, the disassembly and assembly workload of parts such as the high-pressure oil pump, pipe system, housing, bolts, etc. is large, and even repeated adjustments and repeated starting of the diesel engine are required for test verification, resulting in a relatively high economic cost. Moreover, the disassembly of parts will cause the leakage of lubricating oil and fuel, resulting in diesel engine pollution, and then the cleaning work; ② Different thickness adjustment gaskets need to be prepared and the quantity is relatively large, and the manufacturing and management cost of parts is relatively high. Even special camshaft gears need to be prepared or the original camshaft gears need to be repaired to meet the final requirements, resulting in a relatively high economic cost. Therefore, in view of the above problems, it is necessary to make improvements. Summary of the Utility Model
[0004] The technical problem solved by the utility model is to provide a camshaft phase adjustment type fuel injection timing adjustment device for a diesel engine. When the condition of pressure balance in the hydraulic oil chamber is damaged by external conditions, the piston moves, and the internal and external helical gear transmission mechanism is used to convert the axial movement of the piston driving the piston shaft into the rotational movement of the camshaft, so as to realize the adjustment of the fuel injection timing of the diesel engine, and further achieve the purpose of changing the fuel injection timing of the diesel engine. It can very effectively solve the problems of cumbersome and inconvenient adjustment of the fuel injection timing of the diesel engine and high adjustment cost, reduce the economic cost, time cost and management cost, the adjustment structure is simple, the adjustment size is controllable, the adjustment accuracy is high, and the usability and maintenance convenience of the diesel engine are improved.
[0005] Technical solution adopted by the utility model: A camshaft phase adjustment type fuel injection timing adjustment device for a diesel engine, comprising an inner housing installed on the outer wall of the output end of the diesel engine body and an outer housing hermetically fixed to the inner housing. An internal and external helical gear transmission mechanism is provided inside the body, with one end fixedly connected to the right end of the camshaft and the other end fixedly connected to a shaft sleeve and a camshaft drive gear. A piston shaft is slidably sealed inside the inner housing, with its left end adaptively connected to the right end of the shaft sleeve through a connection assembly, and the right end of the piston shaft is slidably sealed to the outer housing. A piston is provided inside the outer housing, which is sleeved and fixedly connected to the piston shaft and divides the inside of the outer housing into a left lubricating oil chamber and a right lubricating oil chamber. A slide valve is adaptively connected inside the hollow piston shaft. A slide valve position adjustment device is fixed on the outer wall of the outer housing and fixedly connected to the outer end face of the slide valve. Lubricating and self-balancing lubricating oil channels communicating with the lubricating oil supply pipeline are provided on the inner housing, the piston shaft, the piston and the slide valve. The position of the slide valve is adjusted inwards or outwards through the slide valve position adjustment device. During the process of self-adjusting the balance between the left lubricating oil chamber and the right lubricating oil chamber in the lubricating and self-balancing lubricating oil channels, the axial movement of the piston and the piston shaft is converted into the rotational movement of the camshaft by the internal and external helical gear transmission mechanism, realizing the adjustment of the fuel injection timing of the diesel engine.
[0006] Among them, the internal and external helical gear transmission mechanism includes an external helical gear shaft and an internal helical gear sleeve with a T-shaped structure. The camshaft drive gear is sleeved and positioned on the large-diameter end of the T-shaped internal helical gear sleeve. The camshaft drive gear, the large-diameter end of the internal helical gear sleeve and the large-diameter end of the shaft sleeve are fixedly connected into one body by a plurality of bolts evenly distributed in the circumferential direction. The internal helical teeth on the inner hole wall of the internal helical gear sleeve mesh with the external helical teeth on the outer circumferential wall of the right end of the external helical gear shaft. The left end of the external helical gear shaft is fixedly connected to the right end of the camshaft by a plurality of bolts evenly distributed in the circumferential direction.
[0007] Furthermore, bearing bushes are provided between the outer circumferential wall of the left end of the external helical gear shaft and the inner hole wall of the body and between the outer circumferential wall of the small-diameter section of the internal helical gear sleeve and the inner hole wall of the body.
[0008] Furthermore, the length of the external helical teeth on the external helical gear shaft is greater than the length of the internal helical teeth on the inner hole wall of the internal helical gear sleeve.
[0009] Furthermore, the slide valve position adjustment device includes a fixing plate located outside the slide valve. The lower end of the fixing plate is fixed to the outer housing by no less than two long screw rods. A screw rod is fixedly connected to the center of the outer end face of the slide valve and is adapted to be connected with locking nuts distributed on both sides of the fixing plate through the screw rod passing through the upper plate surface of the fixing plate. The position of the slide valve is adjusted by adjusting the length of the screw rod extending out of the fixing plate. A scale for observing the size of the inward or outward adjustment of the slide valve is fixed on the outer housing.
[0010] Further, the lubrication and self-balancing lubricating oil channels include a lubricating oil channel and a self-balancing lubricating oil channel. The lubricating oil channel communicates with the self-balancing lubricating oil channel whose orifice is located on the outer wall of the inner housing, and the self-balancing lubricating oil channel communicates with the lubricating oil supply pipeline through a pipe joint.
[0011] Further, vertical oil holes are formed on the outer wall of the inner housing, and horizontal oil holes provided inside the inner housing communicate with the vertical oil holes. An oil outlet hole communicating with the horizontal oil hole is formed on the inner hole wall at the left end of the inner housing, and the lubricating oil in the horizontal oil hole flows through the oil outlet hole to the bearing bush between the inner hole wall of the inner housing and the outer wall at the right end of the shaft sleeve for lubrication; a ring groove is formed on the inner hole wall of the inner housing, and an oil channel communicating with the ring groove through an oil passing hole is formed on the left end face of the piston shaft. A deep hole communicating with the left port of the oil channel is formed on the right end face of the connecting ring in the connecting assembly. A cross oil hole with its upper end orifice communicating with the deep hole is arranged inside the connecting ring, and the other three orifices of the cross oil hole are respectively located on the left and right side walls and the lower outer wall of the connecting ring. A T-shaped oil hole communicating with the lower orifice of the cross oil hole is formed on the shaft sleeve, and the upper orifice and the lower orifice at the left end of the T-shaped oil hole communicate with the inner hole of the shaft sleeve and the area where the camshaft driving gear is located respectively;
[0012] A left ring groove one and a right ring groove one are formed on the inner hole wall of the piston. Left inclined holes and right inclined holes communicating with the left ring groove one and the right ring groove one are respectively formed on the two side walls of the piston. Two groups of left oil hole groups and right oil hole groups corresponding to the positions of the left ring groove one and the right ring groove one are formed on the piston shaft. Two oil discharge channels are axially symmetrically arranged on the piston shaft. Two groups of inner oil discharge ring grooves and outer oil discharge ring grooves communicating with the oil discharge channels are arranged on the inner hole wall and the outer circumferential wall of the small-diameter section of the piston shaft and are distributed left and right. Left ring grooves two and right ring grooves two corresponding to the positions of the left ring groove one and the right ring groove one are formed on the outer circumferential wall at the left end of the slide valve. When the positions of the left inner oil discharge ring groove and the outer oil discharge ring groove are communicated with the left ring groove two, the right inner oil discharge ring groove and the outer oil discharge ring groove are blocked by the convex ring on the right side of the right ring groove two, while when the positions of the right inner oil discharge ring groove and the outer oil discharge ring groove are communicated with the right ring groove two, the left inner oil discharge ring groove and the outer oil discharge ring groove are blocked by the convex ring on the left side of the left ring groove two. Inner ring grooves and outer ring grooves communicating with the oil channel are respectively formed on the outer circumferential wall and the inner hole wall of the small-diameter section of the piston shaft. When the convex ring between the left ring groove two and the right ring groove two corresponds to the position of the inner ring groove, the left lubricating oil chamber and the right lubricating oil chamber are in a balanced state. The slide valve adjusting device adjusts the slide valve leftward or rightward to make the inner ring groove communicate with the left ring groove one or the right ring groove one, and under the pressure difference between the left lubricating oil chamber and the right lubricating oil chamber, the piston shaft is pushed rightward or leftward.
[0013] Further, the connecting component includes a left connecting disk, a right connecting disk disposed in the positioning slot hole at the right end of the bushing, and a connecting ring located between the left connecting disk and the right connecting disk. The connecting ring is fixedly connected to the left end of the piston shaft by a plurality of bolts, and a connecting cover that is in clearance fit with the piston shaft is fixedly mounted on the right end face of the bushing. The left connecting disk is connected to the slot end face of the positioning slot hole at the right end of the bushing by a positioning pin, and the right connecting disk is connected to the connecting cover by a positioning pin.
[0014] Further, the piston shaft is a hollow stepped shaft with a diameter larger than that of the right end, and the left end face of the piston sleeved on the piston shaft contacts and positions with the stepped surface on the piston shaft. The right end of the piston shaft is hermetically connected with a connecting bushing whose left end presses against the piston and whose right end penetrates through the through hole at the right end of the outer housing, and multiple groups of sealing rings disposed on the hole wall of the through hole at the right end of the outer housing contact the connecting bushing.
[0015] Further, the inner wall of the inner housing is sealed with the piston shaft through a sealing ring, and the stepped surface at the left end of the inner housing is sealed with the right side wall of the fuselage through a sealing ring. A sealing ring contacting the inner wall of the corresponding position of the outer housing is disposed in the sealing groove on the outer circumferential wall of the piston, and a sealing ring is also disposed between the left end face of the outer housing and the right side wall of the inner housing.
[0016] Advantages of the present utility model compared with the prior art:
[0017] 1. This technical solution adopts the principle that when the condition of pressure balance in the hydraulic oil cavity is damaged by external conditions, the piston moves, and uses the internal and external helical gear transmission mechanism to convert the axial movement of the piston driving the piston shaft into the rotational movement of the camshaft, thereby realizing the adjustment of the fuel injection timing of the diesel engine, and further achieving the purpose of changing the fuel injection timing of the diesel engine, effectively solving the problems of cumbersome and inconvenient adjustment of the fuel injection timing of the diesel engine and high adjustment cost;
[0018] 2. This technical solution provides conditions for high-precision and rapid axial adjustment of the spool valve by fixing a spool valve position adjustment device fixedly connected to the spool valve and a scale for measuring the movement dimension of the spool valve on the outer wall of the outer housing, thereby realizing high-precision control of the camshaft and improving the adjustment accuracy of the fuel injection timing;
[0019] 3. This technical solution realizes the conversion of the axial movement of the piston shaft into the rotational movement of the camshaft by arranging an internal and external helical gear transmission mechanism connecting the camshaft driving gear and the camshaft inside the camshaft driving gear. The transmission structure is simple, and the purpose of quickly adjusting the phase of the camshaft without adding or reducing gaskets can be achieved;
[0020] 4. This technical solution reduces the economic cost, time cost and management cost. The adjustment structure is simple, the adjustment dimension is controllable, and the adjustment accuracy is high, improving the usability and maintenance convenience of the diesel engine. Description of the Drawings
[0021] Figure 1 is a schematic structural diagram of the present utility model;
[0022] Figure 2 is a schematic structural diagram of the lubricating oil flow direction of the present utility model;
[0023] Figure 3 is a schematic diagram of the piston shaft structure of the present utility model Figure 1 ;
[0024] Figure 4 is a schematic diagram of the piston shaft structure of the present utility model Figure 2
[0025] Figure 5 is a schematic diagram of the lubricating oil supply flow direction when the spool valve of the present utility model moves leftward;
[0026] Figure 6 is a schematic diagram of the lubricating oil discharge flow direction when the spool valve of the present utility model moves leftward;
[0027] Figure 7 is a schematic diagram of the lubricating oil supply flow direction when the spool valve of the present utility model moves rightward;
[0028] Figure 8 is a schematic diagram of the lubricating oil discharge flow direction when the spool valve of the present utility model moves rightward. Detailed implementation manners
[0029] Next, in combination with the Figure 1-8 in the embodiments of the present utility model, the technical solutions in the embodiments of the present utility model will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without making creative efforts belong to the scope of protection of the present utility model.
[0030] It should be noted that in this article, without contrary description, it should be understood that: the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present utility model. In addition, terms such as "first", "second", "third", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.
[0031] In this text, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or apparatus comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or apparatus. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising said element.
[0032] A camshaft phase adjustment type fuel injection timing adjustment device for a diesel engine, as Figure 1-8 shown, includes an inner housing 2 installed on the outer wall of the output end of a diesel engine body 1 and an outer housing 8 hermetically fixed to the inner housing 2. Inside the body 1, there is an internal and external helical gear transmission mechanism with one end fixedly connected to the right end of a camshaft 3 and the other end fixedly connected to a sleeve 4 and a camshaft drive gear 5. Inside the inner housing 2, a piston shaft 7 is slidably sealed, with its left end adaptively connected to the right end of the sleeve 4 through a connection assembly 6, and the right end of the piston shaft 7 is slidably sealed to the outer housing 8. Inside the outer housing 8, there is a piston 9 sleeved and fixedly connected to the piston shaft 7, which divides the inside of the outer housing 8 into a left lubricating oil chamber 11 and a right lubricating oil chamber 12. A spool valve 10 is adaptively connected inside the hollow piston shaft 7. A spool valve position adjustment device fixedly connected to the outer end face of the spool valve 10 is fixed on the outer wall of the outer housing 8. Lubricating and self-balancing lubricating oil channels communicating with a lubricating oil supply pipeline are provided on the inner housing 2, the piston shaft 7, the piston 9 and the spool valve 10, and the position of the spool valve 10 is adjusted inwards or outwards through the spool valve position adjustment device. During the process of self-adjusting the balance between the left lubricating oil chamber 11 and the right lubricating oil chamber 12 in the lubricating and self-balancing lubricating oil channels, the axial movement of the piston 9 and the piston shaft 7 is converted into the rotational movement of the camshaft 3 by the internal and external helical gear transmission mechanism to achieve the adjustment of the fuel injection timing of the diesel engine; in the above structure, the principle of causing the piston 9 to move when the condition of pressure balance in the hydraulic oil chamber is damaged by external conditions is adopted, and the axial movement of the piston 9 driving the piston shaft 7 is converted into the rotational movement of the camshaft 3 by the internal and external helical gear transmission mechanism, thereby achieving the adjustment of the fuel injection timing of the diesel engine, and further achieving the purpose of changing the fuel injection timing of the diesel engine, effectively solving the problems of cumbersome and inconvenient adjustment of the fuel injection timing of the diesel engine and high adjustment cost;
[0033] as Figure 1-2As shown in the figure, the specific structure of the internal and external helical gear transmission mechanism is as follows: The internal and external helical gear transmission mechanism includes an external helical gear shaft 13 and an internal helical gear sleeve 14 with a T-shaped structure. The camshaft driving gear 5 is sleeved and positioned on the internal helical gear sleeve 14 with a T-shaped structure. The camshaft driving gear 5, the large-diameter end of the internal helical gear sleeve 14, and the large-diameter end of the shaft sleeve 4 are fixedly connected into one body by a plurality of bolts evenly distributed in the circumferential direction. The internal helical teeth on the inner hole wall of the internal helical gear sleeve 14 mesh with the external helical teeth on the outer circumferential wall of the right end of the external helical gear shaft 13. The left end of the external helical gear shaft 13 is fixedly connected to the right end of the camshaft 3 by a plurality of bolts evenly distributed in the circumferential direction. Specifically, bearing bushes 15 are provided between the outer circumferential wall of the left end of the external helical gear shaft 13 and the inner hole wall of the fuselage 1, and between the outer circumferential wall of the small-diameter section of the internal helical gear sleeve 14 and the inner hole wall of the fuselage 1. Specifically, the length of the external helical teeth on the external helical gear shaft 13 is greater than the length of the internal helical teeth on the inner hole wall of the internal helical gear sleeve 14, so as to ensure that the internal helical gear sleeve 14 is always meshed with the external helical gear shaft 13 during axial movement. In the above structure, by arranging an internal and external helical gear transmission mechanism connecting the camshaft driving gear 5 and the camshaft 3 inside the camshaft driving gear 5, the axial movement of the piston shaft 7 is converted into the rotational movement of the camshaft 3. The transmission structure is simple, and the purpose of quickly adjusting the phase of the camshaft 3 without adding or reducing gaskets can be achieved;
[0034] As Figure 1 shown in the figure, the specific structure of the spool position adjusting device is as follows: The spool position adjusting device includes a fixing plate 16 located outside the spool 10. The lower end of the fixing plate 16 is fixed to the outer housing 8 by no less than two long screw rods 17. A screw rod is fixedly connected to the center of the outer end face of the spool 10, and the screw rod passing through the upper plate surface of the fixing plate 16 is adaptively connected with locking nuts 18 distributed on both sides of the fixing plate 16. The position of the spool 10 is adjusted by adjusting the length of the screw rod extending out of the fixing plate 16. A scale 40 for observing the size of the spool 10 adjusted inward or outward is fixed on the outer housing 8. In the above structure, by fixing a spool position adjusting device fixedly connected to the spool 10 and a scale 40 for measuring the moving size of the spool 10 on the outer wall of the outer housing 8, conditions are provided for the high-precision and rapid axial position adjustment of the spool 10, so as to achieve high-precision control of the camshaft and improve the adjustment accuracy of the fuel injection timing;
[0035] The specific structure of the lubrication and self-balancing lubricating oil passage is as follows: The lubrication and self-balancing lubricating oil passage includes a lubricating oil passage and a self-balancing lubricating oil passage. The lubricating oil passage is communicated with the self-balancing lubricating oil passage with an orifice located on the outer wall of the inner housing 2, and the self-balancing lubricating oil passage is communicated with the lubricating oil supply pipeline through a pipe joint.
[0036] As Figure 2 、 5As shown in Fig. -8, the specific structure of the lubricating oil passage is as follows: a vertical oil hole 23 is formed on the outer wall of the inner housing 2, and a horizontal oil hole 24 inside the inner housing 2 is communicated with the vertical oil hole 23. An oil outlet hole communicated with the horizontal oil hole 24 is formed on the inner hole wall at the left end of the inner housing 2, and the lubricating oil in the horizontal oil hole 24 flows to the bearing 15 between the inner hole wall of the inner housing 2 and the outer wall at the right end of the sleeve 4 through the oil outlet hole to lubricate it; a ring groove 25 is formed on the inner hole wall of the inner housing 2, as Figure 3 shown, and an oil passage 27 communicated with the ring groove 25 through an oil passing hole 26 is formed on the left end face of the piston shaft 7. A deep hole communicated with the left port of the oil passage 27 is formed on the right end face of the connecting ring 21 in the connecting assembly 6. A cross oil hole 28 with its upper end opening communicated with the deep hole is arranged inside the connecting ring 21, and the other three hole openings of the cross oil hole 28 are respectively located on the left and right side walls and the lower outer wall of the connecting ring 21. A T-shaped oil hole 29 communicated with the lower hole opening of the cross oil hole 28 is formed on the sleeve 4, and the upper and lower hole openings at the left end of the T-shaped oil hole 29 are respectively communicated with the inner hole of the sleeve 4 and the area where the camshaft driving gear 5 is located. Therefore, a part of the lubricating oil fed into the inner housing 2 lubricates the position of the bearing 15 on the outer wall at the right end of the sleeve 4 through the horizontal oil hole 24, reducing the friction between the sleeve 4 and the inner hole wall of the inner housing 2 when the sleeve 4 moves. Another part of the lubricating oil enters the oil passage 27 through the vertical oil hole 23, the ring groove 25 and the oil passing hole 6. The lubricating oil in the oil passage 27 is divided into two paths. One path passes through the lower hole opening of the cross oil hole 28 and the T-shaped oil hole 29 along the oil passage 27 to the left and enters the inner hole of the sleeve 4 and the area where the camshaft driving gear 5 is located respectively, realizing the lubrication of the meshing part of the outer helical shaft 13 communicated with the inner hole of the sleeve 4, the bearing 15 on the outer wall at the left end of the outer helical shaft 13 and the outer wall of the inner helical sleeve 14, and the camshaft driving gear 5. At the same time, oil films are formed between the left connecting disc 19 and the connecting ring 21 and between the right connecting disc 20 and the connecting ring 21 respectively through the hole openings at the left and right ends of the cross oil hole 28, forming a certain axial buffer and reducing the impact and friction between the connecting ring 21 and the right connecting disc 20 and the left connecting disc 19. The other path enters the self-balancing lubricating oil passage along the oil passage 27 to the right;
[0037] As Figure 2 shown, 5 As shown in Fig. -8, the specific structure of the self-balancing lubricating oil passage is as follows: a left ring groove one 30 and a right ring groove one 31 are formed on the inner hole wall of the piston 9, and a left inclined hole 41 and a right inclined hole 42 communicated with the left ring groove one 30 and the right ring groove one 31 respectively are formed on the two side walls of the piston 9, as Figure 4 shown (the same as Figure 3The phase difference of the middle piston shaft 7 is 90°). Two groups of left oil hole groups 32 and right oil hole groups 33 corresponding to the positions of the left first ring groove 30 and the right first ring groove 31 are formed on the piston shaft 7. Two oil discharge channels 43 are axially symmetrically arranged on the piston shaft 7. Two groups of inner oil discharge ring grooves 44 and outer oil discharge ring grooves 45 that are distributed left and right and communicate with the oil discharge channels 43 are arranged on the inner hole wall and the outer circumferential wall of the small-diameter section of the piston shaft 7. Left second ring grooves 34 and right second ring grooves 35 corresponding to the positions of the left first ring groove 30 and the right first ring groove 31 are formed on the outer circumferential wall of the left end of the spool valve 10. When the positions of the left inner oil discharge ring groove 44 and the outer oil discharge ring groove 45 communicate with the left second ring groove 34, the right inner oil discharge ring groove 44 and the outer oil discharge ring groove 45 are blocked by the convex ring on the right side of the right second ring groove 35. When the positions of the right inner oil discharge ring groove 44 and the outer oil discharge ring groove 45 communicate with the right second ring groove 35, the left inner oil discharge ring groove 44 and the outer oil discharge ring groove 45 are blocked by the convex ring on the left side of the left second ring groove 34. Inner ring grooves 37 and outer ring grooves 38 that communicate with the oil passage 27 are formed on the outer circumferential wall and the inner hole wall of the small-diameter section of the piston shaft 7 respectively. When the convex ring 36 between the left second ring groove 34 and the right second ring groove 35 corresponds to the position of the inner ring groove 37, the left oil chamber 11 and the right oil chamber 12 are in a balanced state. When the spool valve adjusting device adjusts the spool valve 10 to the left or right so that the inner ring groove 37 communicates with the left first ring groove 30 or the right first ring groove 31, under the pressure difference between the left oil chamber 11 and the right oil chamber 12, the piston shaft 7 is pushed to move to the left or right. Specifically, as Figures 5-6 shown, when the spool valve 10 is adjusted to the left, the inner ring groove 37 at the right end of the oil passage 27 communicates with the right second ring groove 35. The lubricating oil in the oil passage 27 fills the right oil chamber 12 through the inner ring groove 37, the second ring groove 35, the right oil hole group 33, the right first ring groove 31, and the right inclined hole 42. At this time, the oil discharge channel 43 communicates with the left second ring groove 34 through the left inner oil discharge ring groove 44, and the left second ring groove 34 communicates with the left oil chamber 11 through the left oil hole group 32, the left first ring groove 30, and the left inclined hole 41, realizing the oil discharge of the left oil chamber 11 through the two oil discharge channels 43. Under the action of the pressure difference between the left oil chamber 11 and the right oil chamber 12, the piston 9 drives the piston shaft 7 to move to the left until it moves to the position where the convex ring 36 corresponds to the inner ring groove 37, and the convex ring 36 blocks the inner ring groove 37, reaching the balanced position, and the piston shaft 7 stops at the balanced position, realizing the adjustment of the phase of the camshaft 3; as Figures 7-8As shown, when the spool valve 10 is adjusted to the right, the inner ring groove 37 at the right end of the oil passage 27 communicates with the second left ring groove 34. The lubricating oil in the oil passage 27 fills the left lubricating oil cavity 11 through the inner ring groove 37, the second left ring groove 34, the left oil hole group 32, the first left ring groove 30, and the left inclined hole 41. At this time, the oil drain passage 43 communicates with the second right ring groove 35 through the inner oil drain ring groove 44 on the right side, and the second right ring groove 35 communicates with the right lubricating oil cavity 12 through the right oil hole group 33, the first right ring groove 31, and the right inclined hole 42, realizing the oil drain of the right lubricating oil cavity 12 through the two oil drain passages 43. Under the action of the pressure difference between the left lubricating oil cavity 11 and the right lubricating oil cavity 12, the piston 9 drives the piston shaft 7 to move to the right until it moves to the position where the convex ring 36 corresponds to the inner ring groove 37. The convex ring 36 blocks the inner ring groove 37, reaching the equilibrium position, and the piston shaft 7 stops at the equilibrium position, realizing the adjustment of the camshaft 3 phase.
[0038] As Figure 2 shown, the specific structure of the connecting component 6 is as follows: The connecting component 6 includes a left connecting disk 19, a right connecting disk 20 arranged in the positioning groove hole at the right end of the bushing 4, and a connecting ring 21 located between the left connecting disk 19 and the right connecting disk 20. The connecting ring 21 is fixedly connected to the left end of the piston shaft 7 through a plurality of bolts, and a connecting cover 22 with a clearance fit with the piston shaft 7 is fixedly mounted on the right end face of the bushing 4. The left connecting disk 19 is connected to the groove end face of the positioning groove hole at the right end of the bushing 4 through a positioning pin, and the right connecting disk 20 is connected to the connecting cover 22 through a positioning pin.
[0039] The fixing structure of the piston 9 on the piston shaft 7 is specifically as follows: The piston shaft 7 is a hollow stepped shaft with a diameter larger than that of the right end, and the left end face of the piston 9 sleeved on the piston shaft 7 contacts and positions with the stepped surface on the piston shaft 7. The right end of the piston shaft 7 is hermetically connected with a connecting bushing 39 whose left end presses against the piston 9 and whose right end penetrates through the through hole at the right end of the outer housing 8, and multiple groups of sealing rings arranged on the hole wall of the through hole at the right end of the outer housing 8 contact the connecting bushing 39.
[0040] Among them, the inner hole wall of the inner housing 2 and the piston shaft 7 are sealed by a sealing ring, and the stepped surface at the left end of the inner housing 2 and the right side wall of the fuselage 1 are sealed by a sealing ring. Sealing rings are arranged in the sealing grooves on the outer circumferential wall of the piston 9 to contact the inner hole wall at the corresponding position of the outer housing 8, and sealing rings are also arranged between the left end face of the outer housing 8 and the right side wall of the inner housing 2.
[0041] During the normal operation of the diesel engine, by adjusting the position of the spool valve 10, parameters such as explosion pressure and exhaust temperature are measured along with the operation of the diesel engine. If necessary, adjust again, and the injection timing adjustment of the diesel engine can be carried out without stopping the engine.
[0042] This technical solution reduces the economic cost, time cost, and management cost. The adjustment structure is simple, the adjustment size is controllable, the adjustment accuracy is high, and the usability and maintenance convenience of the diesel engine are improved.
[0043] For those skilled in the art, it is obvious that the present utility model is not limited to the details of the above exemplary embodiments, and the present utility model can be implemented in other specific forms without departing from the spirit or basic characteristics of the present utility model. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present utility model is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be embraced within the present utility model. Any reference signs in the claims should not be construed as limiting the claims involved.
[0044] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.
Claims
1. A camshaft phase adjustment type injection timing adjustment device for a diesel engine, characterized in that: The invention comprises an inner housing (2) mounted on the outer wall of the output end of a diesel engine body (1) and an outer housing (8) sealed and fixedly connected to the inner housing (2); an inner and outer helical gear transmission mechanism is provided inside the body (1), one end of which is fixedly connected to the right end of a camshaft (3) and the other end of which is fixedly connected to a shaft sleeve (4) and a camshaft driving gear (5); a piston shaft (7) is provided inside the inner housing (2) with a left end adapted to be connected to the right end of the shaft sleeve (4) through a connecting assembly (6), and the right end of the piston shaft (7) is slidably and sealably connected to the outer housing (8); a piston (11) is provided inside the outer housing (8) and is fixedly connected to the piston shaft (7) and divides the inner part of the outer housing (8) into a left lubricating oil chamber (11) and a right lubricating oil chamber (12). 9), and a sliding valve (10) is adapted to be connected inside a piston shaft (7) of a hollow structure, and a sliding valve (10) is fixed on the outer wall of the outer shell (8), and a sliding valve positioning device fixedly connected to the outer end surface of the sliding valve (10) is fixed, and a lubrication and self-balancing lubrication oil passage connected to a lubrication oil supply pipeline is provided on the inner shell (2), the piston shaft (7), the piston (9) and the sliding valve (10), and the position of the sliding valve (10) is adjusted inwardly or outwardly by the sliding valve positioning device, and in the process of self-adjusting the balance of the left lubrication oil chamber (11) and the right lubrication oil chamber (12) through the lubrication and self-balancing lubrication oil passage, the axial movement of the piston (9) and the piston shaft (7) is converted into the rotational movement of the camshaft (3) by the inner and outer helical gear transmission mechanism, so as to realize the adjustment of the injection timing of the diesel engine.
2. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 1, characterized in that: The internal and external helical gear transmission mechanism comprises an external helical gear shaft (13) and an internal helical gear sleeve (14) of a T-shaped structure, the camshaft driving gear (5) is set and positioned on the internal helical gear sleeve (14) of the T-shaped structure, and the camshaft driving gear (5), the large diameter end of the internal helical gear sleeve (14) and the large diameter end of the shaft sleeve (4) are fixedly connected as a whole by a plurality of bolts evenly distributed around the circumference, the internal helical teeth on the inner hole wall of the internal helical gear sleeve (14) are meshed with the external helical teeth on the outer circumferential wall of the right end of the external helical gear shaft (13), and the left end of the external helical gear shaft (13) is fixedly connected to the right end of the camshaft (3) by a plurality of bolts evenly distributed around the circumference.
3. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 2, characterized in that: A bearing bush (15) is provided between the outer circumferential wall of the left end of the outer helical gear shaft (13) and the inner hole wall of the fuselage (1), as well as between the outer circumferential wall of the small diameter section of the inner helical gear sleeve (14) and the inner hole wall of the fuselage (1).
4. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 3, characterized in that: The length of the external helical teeth on the external helical gear shaft (13) is greater than the length of the internal helical teeth on the inner hole wall of the internal helical gear sleeve (14).
5. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 1, characterized in that: The slide valve position adjustment device comprises a fixing plate (16) located outside the slide valve (10), the lower end of the fixing plate (16) being fixed to an outer shell (8) by means of no less than two long screws (17), a screw being fixedly connected in the center of the outer end surface of the slide valve (10), and the screw passing through the upper plate surface of the fixing plate (16) being adaptively connected to locking nuts (18) distributed on both sides of the fixing plate (16), and the position of the slide valve (10) being adjusted by adjusting the length of the screw extending out of the fixing plate (16), and a scale (40) for observing the inward or outward adjustment size of the slide valve (10) being fixed to the outer shell (8).
6. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 1, characterized in that: The lubrication and self-balancing lubricating oil passage comprises a lubrication oil passage and a self-balancing lubricating oil passage, the lubrication oil passage is connected to a self-balancing lubricating oil passage whose opening is located on the outer wall of the inner shell (2), and the self-balancing lubricating oil passage is connected to a lubricating oil supply pipeline through a pipe joint.
7. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 6, characterized in that: The inner shell (2) is provided with a vertical oil hole (23) on the outer wall, and a horizontal oil hole (24) is provided inside the inner shell (2) and is connected to the vertical oil hole (23). The inner hole wall at the left end of the inner shell (2) is provided with an oil outlet hole connected to the horizontal oil hole (24), and the lubricating oil in the horizontal oil hole (24) flows through the oil outlet hole to the bearing bush (15) between the inner hole wall of the inner shell (2) and the outer wall of the right end of the shaft sleeve (4) to lubricate the bearing bush (15). The inner hole wall of the inner shell (2) is provided with an annular groove (25), and the left end surface of the piston shaft (7) is provided with an oil passage (26) connected to the annular groove (25). 27), a deep hole connected to the left port of the oil channel (27) is formed on the right end surface of the connecting ring (21) in the connecting assembly (6), a cross oil hole (28) whose upper end opening is connected to the deep hole is provided in the connecting ring (21), and the other three openings of the cross oil hole (28) are respectively located on the left and right side walls and the lower end outer wall of the connecting ring (21), and a T-shaped oil hole (29) connected to the lower end opening of the cross oil hole (28) is formed on the shaft sleeve (4), and the upper opening and the lower opening of the left end of the T-shaped oil hole (29) are respectively connected to the inner hole of the shaft sleeve (4) and the area where the camshaft drive gear (5) is located; The inner hole wall of the piston (9) is formed with a left annular groove (30) and a right annular groove (31), and the two side walls of the piston (9) are respectively formed with a left oblique hole (41) and a right oblique hole (42) which are connected with the left annular groove (30) and the right annular groove (31), the piston shaft (7) is formed with two groups of left oil holes (32) and right oil holes (33) which respectively correspond to the positions of the left annular groove (30) and the right annular groove (31), and the piston shaft (7) is axially symmetrically provided with two oil drain channels (4 3), the inner hole wall and the outer circumferential wall of the small diameter section of the piston shaft (7) are provided with two groups of inner leakage oil ring grooves (44) and outer leakage oil ring grooves (45) distributed on the left and right and connected to the oil leakage channel (43), the outer circumferential wall of the left end of the slide valve (10) is provided with a left ring groove (34) and a right ring groove (35) corresponding to the positions of the left ring groove (30) and the right ring groove (31), respectively, and the positions of the left inner leakage oil ring groove (44) and the left outer leakage oil ring groove (45) are connected to the left ring groove (34). When the inner leakage oil ring groove (44) and the outer leakage oil ring groove (45) on the right side are blocked by the convex ring on the right side of the right ring groove (35), and when the inner leakage oil ring groove (44) and the outer leakage oil ring groove (45) on the right side are connected to the right ring groove (35), the inner leakage oil ring groove (44) and the outer leakage oil ring groove (45) on the left side are blocked by the convex ring on the left side of the left ring groove (34). The outer circumferential wall and the inner hole wall of the small diameter section of the piston shaft (7) are respectively provided with an inner ring groove (37) and an outer ring groove (45) connected to the oil channel (27). When the positions of the convex ring (36) between the left annular groove (34) and the right annular groove (35) correspond to the positions of the inner annular groove (37), the left lubricating oil chamber (11) and the right lubricating oil chamber (12) are in a balanced state. When the slide valve positioning device adjusts the slide valve (10) to the left or right so that the inner annular groove (37) is connected to the left annular groove (30) or the right annular groove (31), the piston shaft (7) is pushed to move to the right or left under the action of the pressure difference between the left lubricating oil chamber (11) and the right lubricating oil chamber (12).
8. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 1, characterized in that: The connecting assembly (6) comprises a left connecting plate (19) and a right connecting plate (20) arranged in a positioning slot hole at the right end of the shaft sleeve (4), and a connecting ring (21) located between the left connecting plate (19) and the right connecting plate (20); the connecting ring (21) is fixedly connected to the left end of the piston shaft (7) by a plurality of bolts, and a connecting cover (22) which is loosely matched with the piston shaft (7) is fixed to the right end surface of the shaft sleeve (4) by bolts; the left connecting plate (19) is connected to the groove end surface of the positioning slot hole at the right end of the shaft sleeve (4) by a positioning pin, and the right connecting plate (20) is connected to the connecting cover (22) by a positioning pin.
9. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to any one of claims 1 to 8, characterized in that: The piston shaft (7) is a hollow stepped shaft with a diameter larger than the diameter of the right end, and the left end surface of the piston (9) mounted on the piston shaft (7) contacts and is positioned with the stepped surface on the piston shaft (7). The right end of the piston shaft (7) is sealed and fixedly connected with a connecting sleeve (39) whose left end presses the piston (9) tightly and whose right end passes through the through hole at the right end of the outer shell (8), and a plurality of sealing rings arranged on the wall of the through hole at the right end of the outer shell (8) contact with the connecting sleeve (39).
10. The camshaft phase adjustment type injection timing adjustment device for a diesel engine according to claim 9, characterized in that: The inner hole wall of the inner shell (2) and the piston shaft (7) are sealed by a sealing ring, and the step surface at the left end of the inner shell (2) and the right side wall of the fuselage (1) are sealed by a sealing ring. A sealing ring is provided in the sealing groove on the outer circumferential wall of the piston (9) and contacts the inner hole wall at a corresponding position of the outer shell (8), and a sealing ring is also provided between the left end surface of the outer shell (8) and the right side wall of the inner shell (2).