Electronic control valve mechanism of engine

Abstract

The utility model belongs to the technical field of engines, and discloses an electric control valve mechanism of an engine, which comprises a signal acquisition sensor, an ECU (electronic control unit) processor and an actuating mechanism, the signal acquisition sensor is electrically connected with the ECU processor, and is used for acquiring working stroke information of a piston and information about whether fuel is combusted sufficiently or not through the signal acquisition sensor and pushing the information to the ECU processor; the ECU processor is electrically connected with the executing mechanism through the power amplifier, and a high-speed electromagnet is slidably connected into the executing mechanism and located above a valve rod of an engine valve seat. The control module is used for amplifying instruction signals of the ECU processor through the power amplifier and controlling a high-speed electromagnet in the executing mechanism to slide in the direction close to or away from the valve rod. According to the utility model, the engine can intake air more sufficiently and exhaust more thoroughly, so that the efficiency of the engine is improved, the fuel economy is improved, and the tail gas pollution is reduced.

Description

Technical Field

[0001] The utility model belongs to the technical field of engines, and particularly relates to an engine electronically controlled valve timing mechanism. Background Technique

[0002] The engine valve timing mechanism refers to a device that opens and closes the intake and exhaust valves of the cylinder according to the working cycle of the engine cylinder, sucks fresh air into the cylinder, and discharges the burned exhaust gas from the cylinder. According to the different positions of the camshaft, the valve timing mechanism can be divided into a lower-mounted type, a middle-mounted type, and an upper-mounted type. Currently, some gasoline engines and most diesel engines adopt the lower-mounted valve timing mechanism, which mainly consists of a valve group and a valve drive group. The function of the valve group is to open and close the intake and exhaust channels, and its components include valves, valve seats, valve guides, valve springs, valve spring seats, lock pieces, etc. The function of the valve drive group is to transmit the crankshaft rotation angle information to the valve group, control the action of the valve group, and make the opening and closing of the valves correspond to the crankshaft rotation angle. Its components include: cams, valve tappets, valve push rods, rocker arms, rocker shafts, etc. Due to the large number of components and inertia, there is a problem of valve timing lag.

[0003] During the gas exchange process of the engine, if the intake can be sufficient and the exhaust can be thorough, the output power of the engine can be improved. However, modern engines have very high speeds, and the time experienced by one stroke is extremely short (in the case of high speeds, generally less than 0.01 s). In such a short time, the intake and exhaust processes are often not sufficient and thorough, making it difficult to improve the engine power. Therefore, the commonly adopted measure is to extend the intake and exhaust times, that is, the opening and closing moments of the valves are not exactly the moments when the piston is at the top dead center and the bottom dead center, but are respectively advanced or delayed by a certain crankshaft rotation angle to improve the intake and exhaust conditions, thereby improving the engine power performance. However, different engine speeds require different valve opening advance times, and currently, it is impossible to adjust the valve advance angle and late closing angle according to the speed.

[0004] 1. Early opening and late closing of the intake valve

[0005] At the end of the exhaust stroke, before the piston reaches the top dead center, the intake valve opens in advance. The crankshaft rotation angle corresponding to the opening of the intake valve to the piston reaching the top dead center is called the intake advance angle, denoted by α. After the piston reaches the bottom dead center and then moves up a certain distance, the intake valve closes. The crankshaft rotation angle corresponding to the piston reaching the bottom dead center to the closing of the intake valve is called the intake late closing angle, denoted by β. In this way, the duration of the intake stroke is equivalent to the crankshaft rotation angle of 180°, plus the advance angle α and the late closing angle β, which extends the intake time and is beneficial to increasing the engine charge air volume.

[0006] 2. Early opening and late closing of the exhaust valve

[0007] At the end of the power stroke, before the piston reaches the bottom dead center, the exhaust valve opens in advance. The crankshaft angle corresponding to the period from the opening of the exhaust valve to the piston reaching the bottom dead center is called the exhaust advance angle, denoted by γ. After the piston reaches the top dead center and then moves downward a certain distance, the exhaust valve closes. The crankshaft angle corresponding to the period from the piston reaching the top dead center to the exhaust valve closing is called the exhaust closing delay angle, denoted by δ. In this way, the duration of the exhaust stroke is equivalent to a crankshaft angle of 180°, plus the advance angle γ and the closing delay angle δ, which extends the exhaust time and makes the exhaust of waste gas more thorough.

[0008] 3. Valve overlap

[0009] Due to the early opening of the intake valve and the late closing of the exhaust valve, there will be a phenomenon where the intake and exhaust valves are opened simultaneously for a period of time, which is called valve overlap. Since the inertia of the flow of fresh air (flammable mixture) and waste gas is relatively large during the gas exchange process, and the valve overlap time is extremely short, the gas does not have enough time to change its respective flow directions. Therefore, there will be no problem of waste gas flowing back into the intake pipe and fresh gas being discharged along with the waste gas.

[0010] Although modern engines widely adopt early opening and late closing angles for the intake and exhaust valves in the valve train, on the one hand, it is still difficult to meet the intake requirements of modern high-speed engines; on the other hand, the engine requires different early opening and late closing angles of the valve train at different speeds. When the engine is running at a high speed, the inertia of the intake air flow is large, and the early opening of the valve train requires an advance amount. Conversely, when the engine speed is low, the inertia of the intake air flow is small, and the early opening of the valve train needs to be relatively delayed. However, the mechanical cam-driven valve train used in modern engines cannot achieve linear adjustment of the engine valve train, resulting in incomplete intake and exhaust of the engine, incomplete combustion, environmental pollution, large power loss, etc. Based on this, improvement measures need to be proposed. Summary of the utility model

[0011] The purpose of the present utility model is to provide an electronically controlled valve train for an engine, which is used to solve the problems that the valve rotating group of the existing engine valve train requires a large number of components, resulting in heavy weight and large inertia, and thus it is difficult to adapt to the valve timing problems of modern engines at different speeds.

[0012] In order to achieve the above purpose, the present utility model adopts the following technical solutions:

[0013] An electronically controlled engine valve train includes a signal acquisition sensor, an ECU processor, and an actuator. The signal acquisition sensor is electrically connected to the ECU processor and is used to collect piston working stroke information and information on whether fuel combustion is sufficient through the signal acquisition sensor and send it to the ECU processor. The ECU processor is electrically connected to the actuator through a power amplifier. A high-speed electromagnet is slidably connected within the actuator. The high-speed electromagnet is located above the valve stem of the engine valve seat and is used to amplify the command signal of the ECU processor through the power amplifier and control the high-speed electromagnet within the actuator to slide in a direction closer to or away from the valve stem.

[0014] As a preferred technical solution in the present utility model, the signal acquisition sensor includes an engine speed sensor, an engine accelerator pedal position sensor, a carbon monoxide sensor for collecting carbon monoxide concentration information in the exhaust gas, and a crankshaft position sensor for detecting the piston working stroke state.

[0015] As a preferred technical solution in the present utility model, both the ECU processor and the power amplifier are electrically connected to a power source.

[0016] As a preferred technical solution in the present utility model, the actuator includes a high-speed electromagnet and a housing installed at the upper end of the engine valve seat. A vertical sliding channel is provided within the housing, and the high-speed electromagnet is slidably connected within the vertical sliding channel. A coil winding for controlling the downward sliding of the high-speed electromagnet and a return spring for driving the high-speed electromagnet to reset upward are provided outside the vertical sliding channel. The ECU processor is electrically connected to the coil winding through a power amplifier.

[0017] As a preferred technical solution in the present utility model, a first partition and a second partition are sequentially installed inside the housing from top to bottom. The vertical sliding channel correspondingly penetrates through the middle of the first partition and the middle of the second partition. A circular silicon steel winding seat is installed at the upper end of the first partition. A central hole serving as the upper part of the vertical sliding channel is opened in the middle of the circular silicon steel winding seat. The high-speed electromagnet sequentially penetrates through the circular silicon steel winding seat, the first partition, and the second partition from top to bottom. The coil winding is wound outside the circular silicon steel winding seat, and the return spring is installed between the second partition and the high-speed electromagnet.

[0018] As a preferred technical solution in the present utility model, the coil winding includes a first wire winding and a second wire winding that are both wound in the same direction. The ECU processor is electrically connected to both the first wire winding and the second wire winding through a power amplifier. A diode is connected in series inside the first wire winding. The anode of the diode is connected to the positive pole of the first wire winding, and the cathode of the diode is connected to the negative pole of the second wire winding.

[0019] As a preferred technical solution in the present utility model, a limiting ring located between the first partition plate and the second partition plate is fixed in the middle of the high-speed electromagnet, and a return spring is installed between the limiting ring and the second partition plate;

[0020] A limiting plate located above the circular silicon steel winding seat is fixed at the upper end of the high-speed electromagnet, and the cross-sectional area of the limiting plate is larger than the inner diameter of the circular silicon steel winding seat.

[0021] As a preferred technical solution in the present utility model, a shock-proof spring is installed at the upper end of the limiting plate.

[0022] As a preferred technical solution in the present utility model, an end cover is detachably connected to the upper end of the housing, and an air compensation hole is installed on the housing.

[0023] As a preferred technical solution in the present utility model, a buffer heat-insulating washer is installed at the lower end of the high-speed electromagnet.

[0024] Beneficial effects: The present utility model amplifies the instructions sent by the ECU processor through a power amplifier and then sends them to the actuator, so as to be able to drive the high-speed electromagnet to move downward quickly, push the valve stem of the engine valve seat to move downward against the valve spring, complete the valve opening, and control the high-speed electromagnet to slide upward when needed, and quickly close the valve under the action of the valve spring force. The function of the high-speed electromagnet is to replace the current engine valve drive mechanism to push the valve to open and close. Due to its small inertia, it can significantly improve the response speed and meet the valve timing requirements of different engine speeds. At the same time, the present utility model uses a signal acquisition sensor to collect the piston working stroke information and whether the fuel combustion is sufficient information in real time and push it to the ECU processor to automatically judge and accurately control the early opening and late closing time of the intake and exhaust valves, so that the early opening and late closing time of the intake and exhaust valves reaches the best match with the current engine speed. Using this engine electronic control valve timing mechanism can make the engine intake more sufficient, exhaust more thorough, thereby improving the engine efficiency, enhancing the fuel economy, and reducing the exhaust pollution. Description of the Drawings

[0025] Figure 1 is a structural schematic diagram of the present utility model;

[0026] Figure 2 is a structural schematic diagram of the actuator in the present utility model;

[0027] Figure 3 is a matching schematic diagram between the high-speed electromagnet and the coil winding in the present utility model.

[0028] In the figure: 1 - signal acquisition sensor; 101 - engine speed sensor; 102 - engine accelerator pedal position sensor; 103 - carbon monoxide sensor; 104 - crankshaft position sensor; 2 - ECU processor; 3 - actuator; 301 - high-speed electromagnet; 302 - housing; 303 - return spring; 304 - first partition; 305 - second partition; 306 - circular silicon steel winding seat; 307 - first wire winding; 308 - second wire winding; 309 - limit plate; 310 - end cover; 311 - air compensation hole; 312 - buffer heat insulation gasket; 4 - power amplifier. Detailed implementation

[0029] Glossary of common engine terms:

[0030] 1. Working cycle: Each time the engine completes the four strokes of intake, compression, power, and exhaust is called a working cycle.

[0031] 2. Top dead center: The position of the highest point reached when the piston moves upward in the cylinder.

[0032] 3. Bottom dead center: The position of the lowest point reached when the piston moves downward in the cylinder.

[0033] 4. Piston stroke: The distance the piston moves from top dead center to bottom dead center. For each stroke the piston moves, the crankshaft rotates half a turn (180°), and for one working cycle, the crankshaft rotates 2 turns (720°).

[0034] 5. Valve train: According to the working cycle of the engine cylinder, it opens and closes the intake and exhaust valves of the cylinder on time, so that fresh air is inhaled into the cylinder under the action of atmospheric pressure, and the burned exhaust gas is discharged from the cylinder under the push of the piston. Its composition generally includes a valve group and a valve drive group. The valve group consists of valves, valve springs, spring seats, lock pieces, etc. The valve drive group consists of a camshaft, tappets, push rods, rocker arms, etc.

[0035] 6. Valve timing: The action of the valve train is controlled by the camshaft. There is a corresponding relationship between the rotation of the camshaft and the crank angle. Using the crank angle to represent the opening and closing times of the intake and exhaust valves and the duration of valve opening is called valve timing.

[0036] 7. Variable valve timing: When the engine speed changes, since the speed of the air flow and the absolute time of early opening and late closing of the intake and exhaust valves both change, the optimal valve timing angle should also change accordingly. Variable valve timing is to adjust the early opening and late closing times of the intake and exhaust valves at different speeds.

[0037] The engine valve is sealed by the pre-tightening force of the valve spring. The conical surface on the outer edge of the valve end (big end) cooperates with the corresponding conical surface of the valve seat on the cylinder head for sealing. The rear end of the valve stem acts on the valve through the spring seat and the locking piece, and the valve is pressed against the seat by the spring force to achieve sealing. When the valve needs to be opened, through the rotation devices such as the camshaft, tappet, push rod, and rocker arm, the rocker arm presses down the valve against the valve spring force, and the valve leaves the valve seat to complete the valve opening.

[0038] Although modern engines widely adopt early opening and late closing angles for the intake and exhaust valves in the valve train system. On the one hand, the current valve rotating group of the engine valve train requires many components, such as multiple components like tappets and push rods, which have problems of heavy weight and large inertia, resulting in slow opening and closing responses of the intake and exhaust valves, and thus it is difficult to meet the intake and exhaust requirements of modern high-speed engines; on the other hand, the valve train needs different early opening and late closing angles at different engine speeds, that is, the engine requires different early opening and late closing times for the intake and exhaust valves at different speeds. For example, when the engine is running at a high speed, the inertia of the intake air flow is large, and the valve train needs a large amount of advance for early opening. Conversely, when the engine speed is low, the inertia of the intake air flow is small, and the valve train needs a relatively short time for early opening. However, the mechanical cam-driven valve train of modern engines cannot achieve linear adjustment of the engine valve train timing, resulting in problems such as incomplete intake and exhaust, incomplete combustion, environmental pollution, and large power loss.

[0039] Based on this, an electronically controlled valve train for the engine valve is proposed, which cancels the valve drive components such as the camshaft, tappet, push rod, and rocker arm. The electromagnetic drive is used to solve the problems of large mass and difficulty in adapting to the valve timing of modern engines at different speeds.

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the present invention in combination with the drawings and the description of the embodiments or the prior art. Obviously, the following description of the structures of the drawings is only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. It should be noted here that the description of these embodiments is used to help understand the present invention, but does not constitute a limitation to the present invention.

[0041] Embodiment:

[0042] Such as Figures 1-3As shown in the figure, this embodiment provides an electronically controlled engine valve train, which includes a signal acquisition sensor 1, an ECU processor 2, and an actuator 3. The signal acquisition sensor 1 is electrically connected to the ECU processor 2, and is used to collect the piston working stroke information and whether the fuel combustion is sufficient through the signal acquisition sensor 1 and push it to the ECU processor 2. Among them, the ECU processor 2 is also called the vehicle computer. According to the signal transmitted by the signal acquisition sensor 1, it calculates the piston position signal, the engine crankshaft position, and the engine speed signal, and then comprehensively analyzes according to the engine working stroke signal and the fuel combustion situation information, corrects the early opening and late closing times of the engine intake and exhaust valves, and issues instructions for opening and closing the intake and exhaust valves; the ECU processor 2 is electrically connected to the actuator 3 through a power amplifier 4. After the opening and closing instructions of the intake and exhaust valves are amplified by the power amplifier, they are sent to the actuator 3. A high-speed electromagnet 301 is slidably connected in the actuator 3. The high-speed electromagnet 301 is located above the valve stem of the engine valve seat, and is used to amplify the instruction signal of the ECU processor 2 through the power amplifier 4 and control the high-speed electromagnet 301 in the actuator 3 to slide in the direction close to or away from the valve stem.

[0043] In the present invention, the instruction issued by the ECU processor 2 is amplified by the power amplifier 4 and then sent to the actuator 3, so as to drive the high-speed electromagnet 301 to move downward quickly, push the valve stem of the engine valve seat to move downward against the valve spring, complete the valve opening, and control the high-speed electromagnet 301 to slide upward when needed, and quickly close the valve under the action of the valve spring force. The function of the high-speed electromagnet 301 is to replace the current engine valve drive mechanism to push the valve to open and close. Due to its small inertia, it can significantly improve the response speed and meet the valve timing requirements of different engine speeds. At the same time, the present invention uses the signal acquisition sensor 1 to collect the piston working stroke information and whether the fuel combustion is sufficient in real time and push it to the ECU processor 2 to automatically judge and accurately control the early opening and late closing times of the intake and exhaust valves, so that the early opening and late closing times of the intake and exhaust valves reach the best match with the current engine speed. Using this electronically controlled engine valve train can make the engine intake more sufficient, exhaust more thoroughly, thereby improving the engine efficiency, enhancing the fuel economy, and reducing the tail gas pollution.

[0044] As a preferred implementation in this embodiment, it should be further noted that the signal acquisition sensor 1 includes an engine speed sensor 101, an engine accelerator pedal position sensor 102, a carbon monoxide sensor 103 for collecting carbon monoxide concentration information in the exhaust gas, and a crankshaft position sensor 104 responsible for detecting the working stroke state of the piston. The crankshaft position sensor 104 is an existing sensor of the engine and is installed on the engine crankshaft. Its main function is to detect the top dead center position of the piston and can also detect the engine speed. There are three types of crankshaft position sensors: magnetoelectric induction type, Hall effect type, and photoelectric type. This device preferably uses the Hall effect type with better performance. Its main function is to collect the position signal of the valve timing crankshaft, identify which working stroke the piston is in, and is used in conjunction with the crankshaft position sensor.

[0045] The carbon monoxide sensor 103 is a newly added sensor for the engine's electronically controlled valve timing mechanism and is installed on the exhaust pipe. Its main function is to detect the concentration of carbon monoxide in the exhaust gas emitted by the engine, providing the ECU processor 2 with information for analyzing whether the fuel combustion in the engine cylinders is sufficient. There are semiconductor type, electrochemical type, infrared type, and catalytic combustion type carbon monoxide sensors. This device uses an electrochemical type carbon monoxide sensor with higher sensitivity.

[0046] The engine accelerator pedal position sensor 102 is used to detect the position of the accelerator pedal. At the same time, this embodiment is also preferably provided with a coolant temperature sensor for detecting the engine temperature value.

[0047] The ECU, whose full name is Electronic Control Unit, is widely used in the automatic control of modern engines. Its components include: a microcontroller MCU, a memory ROM, a RAM, an input / output interface I / O, an analog-to-digital converter A / D, and large-scale integrated circuits such as shaping and driving circuits. The ECU processor receives the engine speed signal sent by the crankshaft position sensor, the piston top dead center signal, the engine working stroke signal sent by the camshaft position sensor, and the information on whether the fuel combustion is sufficient transmitted by the carbon monoxide sensor. The microcontroller performs calculations to obtain the appropriate early opening and late closing times of the engine intake and exhaust valves. According to the calculated early opening and late closing times of the intake and exhaust valves, at the end of the exhaust stroke, before the piston reaches the top dead center, an instruction signal to open the intake valve is sent; at the end of the intake stroke, after the piston passes the bottom dead center, an instruction signal to close the intake valve is sent; at the end of the power stroke, before the piston reaches the bottom dead center, an instruction signal to open the exhaust valve is sent; at the end of the exhaust stroke, after the piston passes the top dead center, an instruction signal to close the exhaust valve is sent. The early opening and late closing times of the engine intake and exhaust valves. According to the calculated early opening and late closing times of the intake and exhaust valves, at the end of the exhaust stroke, before the piston reaches the top dead center, an instruction signal to open the intake valve is sent; at the end of the intake stroke, after the piston passes the bottom dead center, an instruction signal to close the intake valve is sent; at the end of the power stroke, before the piston reaches the bottom dead center, an instruction signal to open the exhaust valve is sent; at the end of the exhaust stroke, after the piston passes the top dead center, an instruction signal to close the exhaust valve is sent. The ideal measured operating data of the engine, which are the parameters required by the ECU, are used as reference values and are compared in real time with the intake and exhaust information collected during the engine operation. When a deviation occurs, a correction calculation is performed in a timely manner, and an instruction to increase or shorten the valve opening and closing time is sent to make the engine intake and exhaust timing in the most ideal state. The ideal measured operating data of the engine, which are the parameters required by the ECU, are used as reference values and are compared in real time with the intake and exhaust information collected during the engine operation. When a deviation occurs, a correction calculation is performed in a timely manner, and an instruction to increase or shorten the valve opening and closing time is sent to make the engine intake and exhaust timing in the most ideal state. The ECU control unit module is installed on the upper end of the engine with bolts and is connected to the actuator through a wire harness to transmit signals.

[0048] As a preferred implementation in this embodiment, it should be further noted that both the ECU processor 2 and the power amplifier 4 are electrically connected to the power supply to provide the electrical energy required for the operation of the equipment.

[0049] As a preferred implementation in this embodiment, it should be further noted that the actuator 3 includes a high-speed electromagnet 301 and a housing 302 installed at the upper end of the engine valve seat. A vertical sliding channel is provided inside the housing 302, and the high-speed electromagnet 301 is slidably connected in the vertical sliding channel; a coil winding for controlling the downward sliding of the high-speed electromagnet 301 and a return spring 303 for driving the high-speed electromagnet 301 to reset upward are provided outside the vertical sliding channel. The ECU processor 2 is electrically connected to the coil winding through the power amplifier 4. After the coil winding is energized, magnetic induction lines are generated to control the downward movement of the high-speed electromagnet 301. After the coil winding is de-energized, the return spring 303 can drive the high-speed electromagnet 301 to reset. Through the cooperation of the coil winding and the return spring 303, the up and down sliding of the high-speed electromagnet 301 can be easily achieved.

[0050] As a preferred implementation in this embodiment, it should be further noted that a first partition 304 and a second partition 305 are installed inside the housing 302 from top to bottom in sequence. The vertical sliding channel correspondingly penetrates through the middle of the first partition 304 and the middle of the second partition 305. A circular silicon steel winding seat 306 is installed at the upper end of the first partition 304. A central hole serving as the upper part of the vertical sliding channel is opened in the middle of the circular silicon steel winding seat 306. The high-speed electromagnet 301 sequentially penetrates through the circular silicon steel winding seat 306, the first partition 304, and the second partition 305 from top to bottom. Preferably, there is a clearance fit between the high-speed electromagnet 301 and the inner wall of the circular silicon steel winding seat 306, and the clearance is 0.1 - 0.2 mm. The lubrication between the two is carried out by the lubricating oil splashed by the valve shaft. For high power, a separate lubricating oil passage can also be provided for pressure lubrication; the coil winding is wound outside the circular silicon steel winding seat 306, and the return spring 303 is installed between the second partition 305 and the high-speed electromagnet 301.

[0051] As a preferred implementation in this embodiment, it should be further noted that the coil winding includes a first wire winding 307 and a second wire winding 308 that are both wound in the same direction. The ECU processor 2 is electrically connected to both the first wire winding 307 and the second wire winding 308 through the power amplifier 4; a diode is connected in series inside the first wire winding 307. The anode of the diode is connected to the positive pole of the first wire winding 307, and the cathode of the diode is connected to the negative pole of the second wire winding 308. The first wire winding 307 is used as a quick demagnetization winding, and the second wire winding 308 is used as a working winding. When the coil winding is charged, + electricity enters both the working winding and the quick demagnetization winding at the same time. Since the diode connected in series in the quick demagnetization winding is reversely cut off, there is no current in the quick demagnetization winding and no magnetic force is generated. At this time, the current entering the working winding generates magnetic induction lines. According to the right-hand screw rule, in Figure 3The right end is the N pole, magnetizing the circular silicon steel winding base 306 to generate a magnetic force to attract the high-speed electromagnet 301, causing the high-speed electromagnet 301 to move downward. Since the current valve timing drive mechanism is cancelled, at this time, the high-speed electromagnet 301 directly presses down on the top of the valve stem, overcoming the valve spring force, and continues to press down the valve stem, causing the valve end to leave the valve seat, that is, the valve opens. When the ECU processor 2 issues a valve closing command according to the calculation, the working winding coil suddenly loses power. According to Lenz's law, the working winding coil will impede the current from decreasing. At this time, a high electromotive force will be generated at the Figure 3 right end, which is equivalent to a power source. The current passes through the fast demagnetizing winding, and the diode is forward-conducting at this time, and reaches the Figure 3 left end to form a loop. According to the right-hand screw rule, the current in the fast demagnetizing winding will generate an N pole at the Figure 3 left end, which cancels out the N pole at the right end, achieving rapid demagnetization. The high-speed electromagnet 301 disappears, and the valve stem quickly moves upward under the action of the spring force, causing the large end of the valve to lean against the valve seat, realizing valve closing. At the same time, the valve stem pushes the high-speed electromagnet 301 upward.

[0052] Through the above mechanism, the energized working winding attracts the high-speed electromagnet 301 to move downward and push open the valve. The diode of the fast demagnetizing winding is reverse cutoff, and no current flows through, so the fast demagnetizing winding does not work. When the high-speed electromagnet 301 loses power, the working winding generates an induced current. This induced current passes through the diode (at this time, the two coils and the diode form a closed loop) and forms a closed circulating current through the fast demagnetizing winding. In this way, two currents with equal magnitudes and opposite directions appear in the two coil windings, thereby generating magnetic fields with opposite directions and equal magnitudes, making the combined magnetic field of the entire actuator almost completely cancelled, thus achieving the purpose of rapid demagnetization.

[0053] As a preferred implementation in this embodiment, it should be further explained that a limit ring located between the first partition 304 and the second partition 305 is fixed in the middle of the high-speed electromagnet 301. The return spring 303 is installed between the limit ring and the second partition 305. During the downward movement of the high-speed electromagnet 301, it will drive the return spring 303 to form an elastic force. Then, after the coil winding loses power, the elastic force of the return spring 303 can be used to drive the high-speed electromagnet 301 to reset; a limit plate 309 located above the circular silicon steel winding base 306 is fixed at the upper end of the high-speed electromagnet 301. The cross-sectional area of the limit plate is larger than the inner diameter of the circular silicon steel winding base 306, which can limit the movement of the high-speed electromagnet 301 and ensure that the movement of the high-speed electromagnet 301 is always within the control range.

[0054] As a preferred implementation in this embodiment, it should be further noted that during the process of the valve stem pushing the high-speed electromagnet 301 upward, in order to reduce the vibration of the high-speed electromagnet 301, a shock-absorbing spring is installed at the upper end of the limit plate 309.

[0055] As a preferred implementation in this embodiment, it should be further noted that the upper end of the housing 302 is detachably connected with an end cover 310. With the help of the end cover 310, the disassembly, installation and maintenance of the device can be realized. An air compensation hole 311 is installed on the housing 302. The space between the first partition plate and the inner top surface of the housing is a wire coil chamber. The air compensation hole 311 can provide air compensation for the up and down movement of the high-speed electromagnet 301, and at the same time facilitate heat dissipation.

[0056] As a preferred implementation in this embodiment, it should be further noted that a buffer heat-insulating washer 312 is installed at the lower end of the high-speed electromagnet 301. The high-speed electromagnet 301 contacts and aligns with the upper end of the valve stem through the buffer heat-insulating washer 312. There is a certain gap between the buffer heat-insulating washer 312 and the valve stem, which is called the valve clearance. It is determined according to the expansion coefficient of the engine valve material. The valve clearance is adjusted by adjusting the thickness of the buffer heat-insulating washer 312, and they are connected by anti-loosening screws in the middle.

[0057] It should be pointed out that after the engine adopts this device as the valve train, the original valve transmission group is replaced, and the transmission function of the camshaft is no longer needed. Only the camshaft sensor is used to identify the piston working stroke. Therefore, the camshaft can be made of lightweight materials, and at the same time, the size can be designed to be smaller, so as to reduce the mass and volume.

[0058] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An electronically controlled engine valve train, characterized in that, It includes a signal acquisition sensor (1), an ECU processor (2), and an actuator (3). The signal acquisition sensor (1) is electrically connected to the ECU processor (2) and is used to collect piston working stroke information and whether the fuel combustion is sufficient through the signal acquisition sensor (1) and push it to the ECU processor (2). The ECU processor (2) is electrically connected to the actuator (3) through a power amplifier (4). A high-speed electromagnet (301) is slidably connected inside the actuator (3). The high-speed electromagnet (301) is located above the valve stem of the engine valve seat and is used to amplify the command signal of the ECU processor (2) through the power amplifier (4) and control the high-speed electromagnet (301) inside the actuator (3) to slide in the direction close to or away from the valve stem.

2. The electronic control valve train of an engine according to claim 1, characterized in that, The signal acquisition sensor (1) includes an engine speed sensor (101), an engine accelerator pedal position sensor (102), a carbon monoxide sensor (103) for collecting carbon monoxide concentration information in the exhaust gas, and a crankshaft position sensor (104) responsible for detecting the piston working stroke state.

3. The electronic control valve timing mechanism for an engine according to claim 1, characterized in that, Both the ECU processor (2) and the power amplifier (4) are electrically connected to the power supply.

4. An engine electronic control valve train according to any one of claims 1-3, characterized in that, The actuator (3) includes a high-speed electromagnet (301) and a housing (302) installed at the upper end of the engine valve seat. A vertical sliding channel is provided inside the housing (302), and the high-speed electromagnet (301) is slidably connected inside the vertical sliding channel. A coil winding for controlling the high-speed electromagnet (301) to slide downward and a return spring (303) for driving the high-speed electromagnet (301) to reset upward are provided outside the vertical sliding channel. The ECU processor (2) is electrically connected to the coil winding through the power amplifier (4).

5. An engine electronic control valve train according to claim 4, characterized in that, A first partition (304) and a second partition (305) are sequentially installed inside the housing (302) from top to bottom. The vertical sliding channel correspondingly penetrates through the middle of the first partition (304) and the middle of the second partition (305). A circular silicon steel winding seat (306) is installed at the upper end of the first partition (304). A central hole serving as the upper part of the vertical sliding channel is opened in the middle of the circular silicon steel winding seat (306). The high-speed electromagnet (301) sequentially penetrates through the circular silicon steel winding seat (306), the first partition (304), and the second partition (305) from top to bottom. The coil winding is wound outside the circular silicon steel winding seat (306), and the return spring (303) is installed between the second partition (305) and the high-speed electromagnet (301).

6. The electronically controlled valve train of an engine according to claim 5, wherein The coil winding includes a first wire winding (307) and a second wire winding (308) both wound in the same direction. The ECU processor (2) is electrically connected to both the first wire winding (307) and the second wire winding (308) through the power amplifier (4). A diode is connected in series inside the first wire winding (307). The anode of the diode is connected to the positive pole of the first wire winding (307), and the cathode of the diode is connected to the negative pole of the second wire winding (308).

7. An engine electronically controlled valve train according to claim 5, characterized in that, A limiting ring located between the first partition plate (304) and the second partition plate (305) is fixed in the middle of the high-speed electromagnet (301), and the return spring (303) is installed between the limiting ring and the second partition plate (305); A limiting plate (309) located above the circular silicon steel winding seat (306) is fixed at the upper end of the high-speed electromagnet (301), and the cross-sectional area of the limiting plate is larger than the inner diameter of the circular silicon steel winding seat (306).

8. The electronically controlled valve train of an engine according to claim 7, wherein A shock-proof spring is installed at the upper end of the limiting plate (309).

9. The engine electronic control valve train according to claim 4, characterized in that, The upper end of the housing (302) is detachably connected with an end cover (310), and an air compensation hole (311) is installed on the housing (302).

10. The electronic control valve train of an engine according to claim 1, characterized in that, A buffer heat-insulating washer (312) is installed at the lower end of the high-speed electromagnet (301).

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