Air distribution structure of engine

Abstract

The utility model belongs to the technical field of air distribution structures of engines, and provides an air distribution structure of an engine, which comprises a cam shaft, air valves, air valve springs and a hydraulic compensation component, an air inlet and an air outlet are respectively arranged on two sides of a cylinder head, and the air valves are correspondingly mounted in the air inlet and the air outlet. Hydraulic compensation assemblies are installed on the upper portions of the air inlets and the upper portions of the air outlets in a sliding mode, the air valves are connected with the corresponding hydraulic compensation assemblies in a sliding mode, and air valve springs are arranged between the air valves and the hydraulic compensation assemblies. The hydraulic compensation assembly of the air distribution structure of the engine can achieve hydraulic compensation, the air valve keeps in contact with the cam shaft all the time through the hydraulic compensation assembly, so that noise caused by a gap between the air valve and the cam shaft is avoided, the hydraulic compensation assembly can be compressed, and only hydraulic oil is pressed out during compression, so that the air distribution structure of the engine is more compact. Therefore, the problem that the valve is not tightly closed due to mutual interference between the valve and the piston can be avoided.

Description

Technical Field

[0001] An engine valve train structure, belonging to the field of engine valve train structure technology. Background Technology

[0002] The valve timing of a snowmobile engine is based on the working cycle and firing order of each cylinder. It involves opening and closing the intake and exhaust valves of each cylinder at regular intervals to ensure that fresh combustible mixture enters the cylinder in a timely manner and exhaust gases are expelled from the cylinder in a timely manner.

[0003] When an engine is running, the camshaft is driven by the crankshaft and rotates synchronously with it. The camshaft pushes the valves downward, opening the intake or exhaust port. As the camshaft continues to rotate, the valves return to their original position under the action of springs, closing the intake and exhaust ports. This achieves valve opening and closing, enabling engine intake and exhaust. The inventors discovered that existing engine valve trains have the following problems: During the power stroke, the engine block requires tight sealing to ensure engine power, necessitating complete valve closure of the intake and exhaust ports. Conversely, during the intake or exhaust stroke, the valves must fully open the intake or exhaust ports for rapid intake and exhaust. To ensure smoother valve opening and closing and avoid mutual interference, existing engines require a certain clearance between the valve and the camshaft when the valves separate from the camshaft cam. This clearance prevents incomplete valve closure or valve-piston interference, resulting in significant engine noise during operation. Utility Model Content

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide an engine valve train structure that can ensure reliable sealing of the valves to the intake and exhaust ports and eliminate the problem of excessive noise caused by the gap between the valves and the camshaft.

[0005] The technical solution adopted by this utility model to solve its technical problem is: an engine valve train structure, including a camshaft, valves, valve springs and hydraulic compensation components. Intake ports and exhaust ports are respectively provided on both sides of the cylinder head. A valve is installed in each intake port and exhaust port. A hydraulic compensation component is slidably installed on the upper part of each intake port and exhaust port. Each valve is slidably connected to the corresponding hydraulic compensation component, and a valve spring is provided between each valve and the hydraulic compensation component.

[0006] Furthermore, the hydraulic compensation assembly includes a hydraulic cylinder and a support plate. The bottom of the hydraulic cylinder is open, and the support plate is slidably disposed inside the hydraulic cylinder. The support plate and the hydraulic cylinder are sealed together. The valve stem is fixedly connected to the support plate. The valve spring is disposed between the support plate and the cylinder head. The side of the hydraulic cylinder is provided with a liquid inlet hole, which is set higher than the support plate.

[0007] Furthermore, an annular platform is provided around the center of the inner wall of the hydraulic cylinder, and a support plate is provided on the lower side of the annular platform.

[0008] Furthermore, an annular groove is provided around the outer wall of the hydraulic cylinder, with the annular groove and the annular platform facing each other, and the inlet hole is located between the annular groove and the annular platform.

[0009] Furthermore, a flexible sealing assembly is provided between the valve and the cylinder head.

[0010] Furthermore, the flexible sealing assembly includes a sealing sleeve, which is fitted over the valve. The bottom of the sealing sleeve is fixedly connected to the cylinder head, and the top of the sealing sleeve is detachably connected to the valve stem. The sealing sleeve is sealed to both the cylinder head and the valve.

[0011] Furthermore, the inner walls of the cylinder head's intake and exhaust ports are provided with guide sleeves, and the valve stems are detachably connected to the guide sleeves.

[0012] Compared with the prior art, the beneficial effects of this utility model are:

[0013] The hydraulic compensation component of the valve train of this engine can achieve hydraulic compensation. The valves are always in contact with the camshaft through the hydraulic compensation component, thereby avoiding noise caused by the gap between the valve and the camshaft. Moreover, since the hydraulic compensation component can be compressed, and the compression only pushes out the hydraulic oil without causing rigid damage, it can avoid the problem of valves not closing properly due to mutual interference between the valve and the piston. Attached Figure Description

[0014] Figure 1 This is a front sectional view of the present invention;

[0015] Figure 2 yes Figure 1 A magnified view of a portion of point A in the middle.

[0016] In the diagram: 1. Cylinder head; 2. Air inlet; 3. Valve; 4. Guide sleeve; 5. Valve spring; 6. Hydraulic cylinder; 601. Annular platform; 602. Annular groove; 7. Support plate; 8. Sealing sleeve. Detailed Implementation

[0017] The present invention will be further described below with reference to specific embodiments. However, those skilled in the art should understand that the detailed description given here with reference to the accompanying drawings is for better explanation. The structure of the present invention may exceed the limited embodiments described herein. Some equivalent alternatives or common means will not be described in detail here, but they still fall within the protection scope of this application.

[0018] Figures 1-2 This is the preferred embodiment of the present invention, which is described below in conjunction with the appendix. Figures 1-2 The present invention will be further described below.

[0019] See attached document Figure 1-Figure 2 A valve train structure for an engine includes a camshaft, valves 3, valve springs 5, and a hydraulic compensation assembly. Intake ports 2 and exhaust ports are respectively located on both sides of the cylinder head 1. A valve 3 is installed in each intake port 2 and exhaust port. A hydraulic compensation assembly is slidably mounted on the upper part of each intake port 2 and exhaust port. Each valve 3 is slidably connected to its corresponding hydraulic compensation assembly, and a valve spring 5 is provided between each valve 3 and the hydraulic compensation assembly. The hydraulic compensation assembly of this engine's valve train structure enables hydraulic compensation. The valves 3 maintain constant contact with the camshaft through the hydraulic compensation assembly, thus avoiding noise caused by gaps between the valves 3 and the camshaft. Furthermore, since the hydraulic compensation assembly is compressible, and compression only forces out hydraulic oil without causing rigid damage, it avoids interference between the valves 3 and the piston, preventing the valves 3 from not closing properly.

[0020] Specifically, each side of the cylinder head 1 has at least one intake port 2 and at least one exhaust port. Camshafts are symmetrically mounted on both sides of the cylinder head 1, and each camshaft corresponds to a valve 3 on the corresponding side. The two camshafts are connected to the crankshaft via a timing belt.

[0021] The structure and working principle of the air inlet 2 are the same as those of the exhaust port. In this embodiment, the structure of the air inlet 2 is used as an example to illustrate the specific structure and working principle of the air distribution structure.

[0022] An intake passage connected to the intake port 2 is provided on one side of the cylinder head 1. The intake passage is located on one side of the hydraulic compensation assembly. A guide sleeve 4 is provided on the cylinder head 1. The guide sleeve 4 is located above the intake passage and is aligned with the intake port 2. The stem of the valve 3 is slidably connected to the guide sleeve 4. The guide sleeve 4 can guide the valve 3 to ensure that the valve 3 is aligned with the intake port 2, thereby ensuring reliable sealing of the intake port 2.

[0023] An installation cavity is provided at the top of the cylinder head 1. The installation cavity is directly opposite the air inlet 2. The installation cavity is located on one side of the air intake channel, and the guide sleeve 4 is located between the installation cavity and the air inlet 2.

[0024] The valve train structure of this engine also includes a sealing sleeve 8, which is fitted on the outside of the valve stem of the valve 3. The sealing sleeve 8 is located at the bottom of the mounting cavity, and the bottom of the sealing sleeve 8 is fixed and sealed to the bottom of the mounting cavity. The top of the sealing sleeve 8 is detachably connected to the valve stem of the valve 3, and a sealing arrangement is provided between the top of the sealing sleeve 8 and the valve 3. The sealing sleeve 8 is made of rubber to avoid hindering the operation of the valve 3.

[0025] In this embodiment, the sealing sleeve 8 is connected to the valve 3 via a snap ring, which facilitates the disassembly of the valve 3.

[0026] The hydraulic compensation assembly includes a hydraulic cylinder 6 and a support plate 7. The hydraulic cylinder 6 is a cylinder with an open bottom and a closed top. An annular platform 601 is provided around the center of the inner wall of the hydraulic cylinder 6, and an annular groove 602 is provided around the outer wall of the hydraulic cylinder 6, with the annular groove 602 facing the annular platform 601. A fluid inlet is provided on the side of the hydraulic cylinder 6, located between the annular platform 601 and the annular groove 602. The support plate 7 is slidably disposed inside the hydraulic cylinder 6, and is sealed to the hydraulic cylinder 6. The support plate 7 is located below the annular platform 601, allowing it to be pushed downward by the annular platform 601. The annular platform 601 also limits the movement of the support plate 7, ensuring that the fluid inlet is always above the support plate 7. The lubricating oil entering the hydraulic cylinder 6 allows the support plate 7 and the hydraulic cylinder 6 to move relative to each other. The lower part of the hydraulic cylinder 6 can slide into the mounting cavity.

[0027] The valve spring 5 is sleeved on the outside of the valve stem of the valve 3, and the valve spring 5 is located on the lower side of the support plate 7. The valve spring 5 is in a compressed state, and one end of the valve spring 5 is supported on the cylinder head 1.

[0028] In this embodiment, the inlet port is connected to the high-pressure oil pump on the cylinder head 1, thereby enabling the delivery of lubricating oil to the hydraulic cylinder 6. When the valve 3 completely closes the air inlet 2, the hydraulic cylinder 6 moves upward relative to the support plate 7 under the action of the lubricating oil, ensuring that the hydraulic cylinder 6 is always in contact with the camshaft. When the air inlet 2 is opened, the camshaft squeezes the hydraulic cylinder 6, and the hydraulic cylinder 6 pushes the valve 3 downward through the hydraulic oil and valve spring 5, thereby opening the air inlet 2. During this process, the lubricating oil in the hydraulic cylinder 6 will be discharged from the inlet port as needed, thus adapting to the movement of the valve 3. This ensures that the hydraulic cylinder 6 and the camshaft remain in contact at all times, while also allowing relative movement between the valve 3 and the hydraulic cylinder 6, thereby avoiding mutual interference between the valve 3 and the piston and eliminating the noise problem caused by the gap between the valve 3 and the camshaft.

[0029] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of this utility model without departing from its technical solution shall still fall within the protection scope of this utility model.

Claims

1. A valve train structure for an engine, characterized in that: It includes a camshaft, valves (3), valve springs (5) and hydraulic compensation components. The cylinder head (1) has an intake port (2) and an exhaust port on both sides respectively. Each intake port (2) and exhaust port is equipped with a valve (3). Each intake port (2) and exhaust port is slidably equipped with a hydraulic compensation component on the upper part. Each valve (3) is slidably connected to the corresponding hydraulic compensation component, and each valve (3) is equipped with a valve spring (5) between it and the hydraulic compensation component.

2. The valve train structure of an engine according to claim 1, characterized in that: The hydraulic compensation assembly includes a hydraulic cylinder (6) and a support plate (7). The bottom of the hydraulic cylinder (6) is open. The support plate (7) is slidably disposed inside the hydraulic cylinder (6). The support plate (7) and the hydraulic cylinder (6) are sealed together. The rod of the valve (3) is fixedly connected to the support plate (7). The valve spring (5) is disposed between the support plate (7) and the cylinder head (1). The side of the hydraulic cylinder (6) is provided with a liquid inlet hole, which is set higher than the support plate (7).

3. The valve train structure of an engine according to claim 2, characterized in that: An annular platform (601) is provided in the middle of the inner wall surrounding the hydraulic cylinder (6), and a support plate (7) is provided on the lower side of the annular platform (601).

4. The valve train structure of an engine according to claim 3, characterized in that: An annular groove (602) is provided around the outer wall of the hydraulic cylinder (6), and the annular groove (602) and the annular platform (601) are arranged opposite each other. The inlet hole is located between the annular groove (602) and the annular platform (601).

5. The valve train structure of an engine according to claim 1, characterized in that: A flexible sealing assembly is provided between the valve (3) and the cylinder head (1).

6. The valve train structure of an engine according to claim 5, characterized in that: The flexible sealing assembly includes a sealing sleeve (8), which is fitted over the valve (3). The bottom of the sealing sleeve (8) is fixedly connected to the cylinder head (1), and the top of the sealing sleeve (8) is detachably connected to the stem of the valve (3). The sealing sleeve (8) is sealed to the cylinder head (1) and to the valve (3).

7. The valve train structure of an engine according to claim 1, characterized in that: The cylinder head (1) has a guide sleeve (4) on the inner wall of both the air inlet (2) and the exhaust port, and the valve (3) rod is detachably connected to the guide sleeve (4).

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