Inlet valve opening and closing control structure, engine and vehicle

Abstract

The utility model relates to the technical field of vehicles, in particular to an intake valve opening and closing control structure, an engine and a vehicle. The main air inlet rocker arm is rotationally arranged on the rocker arm shaft in a sleeving mode, and the main air inlet rocker arm is connected with an air inlet valve; the auxiliary air inlet rocker arm is rotationally arranged on the rocker arm shaft in a sleeving manner; the cam shaft and the rocker arm shaft are arranged in a spaced mode, a main lift cam matched with the main air inlet rocker arm and an auxiliary lift cam matched with the auxiliary air inlet rocker arm are fixedly arranged on the cam shaft, and the main lift cam and the auxiliary lift cam can control an air inlet valve to be opened corresponding to different strokes of an engine; the locking assembly is arranged between the main air inlet rocker arm and the auxiliary air inlet rocker arm; and the driving assembly is in transmission connection with the locking assembly. The air inlet mode that exhaust gas flows backwards into the cylinder is eliminated, and meanwhile the braking efficiency in the engine cylinder is effectively improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to an intake valve opening and closing control structure, an engine, and a vehicle. Background Technology

[0002] As vehicle drag coefficients and engine friction work decrease, fuel consumption rates for both vehicles and engines further decline. However, this also places higher demands on the braking power of engine cylinder braking. Engine cylinder braking is a technology that utilizes the compression resistance generated during the engine's compression stroke, internal engine friction, and intake / exhaust resistance to apply braking force to the drive wheels. It essentially turns the engine into an air compressor to dissipate the energy required to drag the vehicle downhill, thereby reducing vehicle speed. Engine cylinder braking is often used in conjunction with hydraulic retarders to provide a slowing function for vehicles on long downhill slopes, thus ensuring vehicle safety.

[0003] The current mainstream engine braking technology is four-stroke compression-release braking, which means that during the four strokes of expansion, exhaust, intake, and compression, the exhaust valve is opened only near the top dead center of compression to expel the high-pressure compressed gas, achieving a single compression release and thus consuming energy. However, this method has relatively low braking efficiency. To improve braking efficiency, two-stroke compression-release braking has begun to be widely researched and used.

[0004] Two-stroke compression-release braking achieves compression-release at both the top dead center of the compression stroke and the top dead center of the exhaust stroke. This requires introducing gas into the cylinder beforehand during the expansion stroke, turning the expansion stroke into another intake stroke, and also eliminating the main exhaust lift stroke, thus turning the exhaust stroke into another compression stroke. In this way, two compression-release cycles can be achieved within one working cycle of the engine, thereby obtaining higher braking power.

[0005] There are currently two common two-stroke compression release braking technologies. The first type of two-stroke compression release braking technology causes both the intake and exhaust main lifts during the engine's forward stroke to disappear prematurely. Additional intake and exhaust camshafts and rocker arm mechanisms control the opening and closing of individual intake and exhaust valves twice within one engine cycle. The second type only causes the exhaust main lift to disappear prematurely during the engine's forward stroke, retaining the intake main lift. An additional exhaust camshaft and rocker arm mechanism control the opening and closing of individual exhaust valves three times. Two of these openings occur near the top dead center of the intake and exhaust strokes to release high-pressure gas, and the third opening occurs during the expansion stroke to allow exhaust gas to backflow into the cylinder, providing charge for the second compression release.

[0006] The first method eliminates the main intake lift and then replenishes the cylinder charge by opening the single intake valve twice. Since the single intake valve lift is much shorter than the main intake lift, the cylinder charge is smaller, resulting in a lower maximum in-cylinder pressure after compression, thus limiting the increase in braking power. The second method achieves in-cylinder intake through exhaust backflow, which increases the thermal load on the cylinder and the intake and exhaust pipes, easily causing damage to the injectors and related components. The exhaust valve also bears a high thermal load, thus reducing its reliability.

[0007] Therefore, an intake valve opening and closing control structure, engine, and vehicle are needed to solve the above problems. Utility Model Content

[0008] The purpose of this utility model is to provide an intake valve opening and closing control structure, an engine and a vehicle, which eliminates the intake form of exhaust backflow into the cylinder, and at the same time effectively improves the in-cylinder braking efficiency of the engine.

[0009] To achieve this objective, the present invention adopts the following technical solution:

[0010] The intake valve opening and closing control structure includes:

[0011] rocker arm shaft;

[0012] The main intake rocker arm is rotatably mounted on the rocker arm shaft, and the main intake rocker arm is connected to the intake valve.

[0013] A secondary air intake rocker arm is rotatably mounted on the rocker arm shaft;

[0014] A camshaft is provided, which is spaced apart from the rocker arm shaft. A main lift cam that cooperates with the main intake rocker arm and a secondary lift cam that cooperates with the secondary intake rocker arm are fixedly provided on the camshaft. The main lift cam and the secondary lift cam can control the opening of the intake valve according to different strokes of the engine.

[0015] A locking assembly is disposed between the main intake rocker arm and the auxiliary intake rocker arm;

[0016] A drive assembly, which is pulsatorically connected to the locking assembly, is used to drive the locking assembly to engage or disengage the auxiliary intake rocker arm from the main intake rocker arm.

[0017] In some embodiments, the locking assembly includes a locking pin slidably disposed on one of the main intake rocker arm or the auxiliary intake rocker arm, and the other of the auxiliary intake rocker arm and the main intake rocker arm has a locking hole, into which the locking pin can be inserted.

[0018] In some embodiments, the main intake rocker arm or the auxiliary intake rocker arm is provided with a mounting hole, the locking pin is slidably disposed in the mounting hole, a reset elastic element is disposed in the mounting hole, the reset elastic element abuts against the locking pin, and the reset elastic element is configured to make the locking pin always have a tendency to move away from the locking hole.

[0019] In some embodiments, a mounting ring groove is provided on the main intake rocker arm or the auxiliary intake rocker arm that has the mounting hole, and the end of the reset elastic member away from the locking pin is located in the mounting ring groove.

[0020] In some embodiments, a sealing element is provided at the end of the mounting hole away from the locking pin, and the sealing element, the hole wall of the mounting hole, and the locking pin form an oil cavity. The drive assembly includes an oil pump, and the oil pump is connected to the oil cavity through a hydraulic drive control oil circuit.

[0021] In some embodiments, a control valve is provided on the hydraulic drive control oil circuit, and an oil passage communicating with the oil chamber is opened on the rocker arm shaft. The control valve is connected to the oil passage, and the control valve has a first control position for filling the oil chamber with oil and a second control position for discharging the hydraulic oil in the oil chamber.

[0022] In some embodiments, the rocker arm shaft has an interconnected oil inlet channel and an arc-shaped groove. The oil inlet channel is connected to the control valve. The main intake rocker arm or the auxiliary intake rocker arm with the mounting hole has an oil hole that communicates with the oil chamber. The oil hole is connected to the arc-shaped groove.

[0023] In some embodiments, the main intake rocker arm is provided with an intake valve bridge, and the intake valve bridge is provided with two intake valves.

[0024] An engine, including an engine body and an intake valve opening and closing control structure as described above, wherein the intake valve opening and closing control structure is disposed on the engine body.

[0025] A vehicle, including a vehicle body and an engine as described above, the engine being mounted on the vehicle body.

[0026] The beneficial effects of this utility model are:

[0027] This utility model provides an intake valve opening and closing control structure, in which a main intake rocker arm and a secondary intake rocker arm are rotatably mounted on a rocker arm shaft, with the main intake rocker arm connected to the intake valve. A camshaft is spaced apart from the rocker arm shaft, and a main lift cam that cooperates with the main intake rocker arm and a secondary lift cam that cooperates with the secondary intake rocker arm are fixedly mounted on the camshaft. The main lift cam and the secondary lift cam can control the intake valve opening according to different engine strokes. A locking assembly located between the main intake rocker arm and the secondary intake rocker arm can engage or disengage the main intake rocker arm under the drive of a drive assembly. During normal driving, the main intake rocker arm and the secondary intake rocker arm are disengaged, ensuring normal engine operation. When the vehicle descends a long slope, the engine shuts off, and the main and auxiliary intake rocker arms engage. Because the main and auxiliary lift cams control the intake valve opening according to different engine strokes, two intake compressions are achieved within one working cycle. This eliminates the backflow of exhaust gas into the cylinder, instead using intake valves to supplement the gas charge in the cylinder. This reduces the thermal load on the cylinder and in the intake and exhaust pipes. Simultaneously, the main intake lift is retained, increasing the gas charge in the cylinder and achieving higher cylinder pressure, further improving the engine's in-cylinder braking efficiency.

[0028] The present invention provides an engine comprising an engine body and an intake valve opening and closing control structure as described above, which eliminates the intake form of exhaust backflow into the cylinder and effectively improves the in-cylinder braking efficiency of the engine.

[0029] The present invention provides a vehicle comprising a vehicle body and an engine as described above, which eliminates the intake method of exhaust backflow into the cylinder and effectively improves the in-cylinder braking efficiency of the engine. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this utility model and these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of the intake valve opening and closing control structure of this utility model;

[0032] Figure 2 This is a schematic diagram of the main intake rocker arm in the intake valve opening and closing control structure of this utility model;

[0033] Figure 3 This is a schematic diagram of the auxiliary intake rocker arm in the intake valve opening and closing control structure of this utility model;

[0034] Figure 4This is a cross-sectional view of the combination of the auxiliary intake rocker arm and the main intake rocker arm in the intake valve opening and closing control structure of this utility model.

[0035] Figure 5 This is a cross-sectional view showing the separation of the auxiliary intake rocker arm and the main intake rocker arm in the intake valve opening and closing control structure of this utility model.

[0036] Figure 6 This is a simulation diagram of the valve lift curve in the intake valve opening and closing control structure of this utility model.

[0037] In the picture:

[0038] 100. Intake valve; 1. Rocker arm shaft; 11. Oil inlet passage; 2. Main intake rocker arm; 21. First roller; 22. Locking hole; 3. Secondary intake rocker arm; 31. Second roller; 32. Oil hole; 4. Camshaft; 41. Main lift cam; 42. Secondary lift cam; 5. Intake valve bridge; 6. Locking assembly; 61. Locking pin; 7. Bushing; 8. Sealing component; 81. Sealing ring; 9. Reset elastic component. Detailed Implementation

[0039] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0040] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0041] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0042] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0043] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0044] When the vehicle is with the engine off and descending a long slope, in order to effectively improve the efficiency of engine in-cylinder braking, such as... Figures 1-6 As shown, this utility model provides an intake valve opening and closing control structure. The intake valve opening and closing control structure includes a rocker arm shaft 1, a main intake rocker arm 2, a secondary intake rocker arm 3, a camshaft 4, a locking assembly 6, and a drive assembly.

[0045] The main intake rocker arm 2 is rotatably mounted on the rocker arm shaft 1 and is connected to the intake valve 100. The auxiliary intake rocker arm 3 is rotatably mounted on the rocker arm shaft 1. The camshaft 4 is parallel to and spaced apart from the rocker arm shaft 1. A main lift cam 41 that cooperates with the main intake rocker arm 2 and an auxiliary lift cam 42 that cooperates with the auxiliary intake rocker arm 3 are fixedly mounted on the camshaft 4. The main lift cam 41 and the auxiliary lift cam 42 can control the opening of the intake valve 100 according to different strokes of the engine. The locking assembly 6 is located between the main intake rocker arm 2 and the auxiliary intake rocker arm 3. The drive assembly is connected to the locking assembly 6 and is used to drive the locking assembly 6 to engage or disengage the main intake rocker arm 2 and the auxiliary intake rocker arm 3.

[0046] When the vehicle descends a long slope, the engine shuts off. The main intake rocker arm 2 and the auxiliary intake rocker arm 3 are engaged via the locking assembly 6. Since the main lift cam 41 and the auxiliary lift cam 42 control the opening of the intake valve 100 according to different engine strokes, two independent intake compressions are achieved within one working cycle, realizing two-stroke braking. The exhaust backflow into the cylinder intake method is eliminated; instead, intake valve 100 is used to supplement the gas charge in the cylinder, thus reducing the thermal load on the cylinder and the intake and exhaust pipes. At the same time, the main intake lift is retained, increasing the gas charge in the cylinder and achieving higher cylinder pressure, further improving the engine's in-cylinder braking efficiency. During normal driving, the main intake rocker arm 2 separates from the auxiliary intake rocker arm 3, and the main intake rocker arm 2 returns to normal operation, ensuring the normal operation of the engine.

[0047] In some embodiments, the locking assembly 6 includes a locking pin 61, which is slidably disposed on one of the main intake rocker arm 2 or the auxiliary intake rocker arm 3. The other of the auxiliary intake rocker arm 3 and the main intake rocker arm 2 has a locking hole 22, into which the locking pin 61 can be inserted. Specifically, in this embodiment, the locking pin 61 is slidably disposed on the auxiliary intake rocker arm 3, and the locking hole 22 is located on the main intake rocker arm 2. The lower part of the main intake rocker arm 2 is locally thickened, and then the locking hole 22 is created in the thickened portion. When in-cylinder braking is applied, the locking pin 61 is inserted into the locking hole 22. At this time, the auxiliary intake rocker arm 3 and the main intake rocker arm 2 are engaged, allowing the engine to achieve independent intake lift at both ends, thus achieving two-stroke braking. When in-cylinder braking ends, the locking pin 61 separates from the locking hole 22, and the auxiliary intake rocker arm 3 separates from the main intake rocker arm 2. At this time, the main intake rocker arm 2 can operate normally. The state of the locking pin 61 can be changed by controlling the drive component, facilitating adaptive control based on the vehicle's driving conditions. In other embodiments, the locking component 6 can also employ an electromagnet. When the electromagnet is energized, the main intake rocker arm 2 and the auxiliary intake rocker arm 3 engage; when the electromagnet is de-energized, the main intake rocker arm 2 and the auxiliary intake rocker arm 3 disengage. The locking component 6 can also employ a gear and rack structure, where the drive component drives the gear to rotate, thereby moving the rack to engage with the locking hole 22. The locking component 6 can be designed according to actual conditions, and no further restrictions are imposed here.

[0048] In some embodiments, the main intake rocker arm 2 or the auxiliary intake rocker arm 3 has a mounting hole, and the locking pin 61 is slidably disposed in the mounting hole. A reset elastic element 9 is disposed in the mounting hole, and the reset elastic element 9 abuts against the locking pin 61. The reset elastic element 9 is configured to ensure that the locking pin 61 always tends to move away from the locking hole 22. By providing a mounting hole, it is convenient to install the locking pin 61, and the movement of the locking pin 61 can be guided so that the locking pin 61 can only move along the axial direction of the mounting hole. By providing the reset elastic element 9, the locking pin 61 can be automatically reset. Moreover, when the engine is working normally, the locking pin 61 can be moved away from the locking hole 22, thereby ensuring the normal operation of the engine intake valve 100. In this embodiment, the reset elastic element 9 is a compression spring.

[0049] In some embodiments, the main intake rocker arm 2 or the auxiliary intake rocker arm 3, which has a mounting hole, has a mounting ring groove, and the end of the reset elastic member 9 away from the locking pin 61 is located in the mounting ring groove. Specifically, the mounting ring groove is coaxial with the mounting hole, and one end of the reset elastic member 9 is inserted into the mounting ring groove and abuts against the bottom of the groove. By providing the mounting ring groove, the installation of the reset elastic member 9 is facilitated, and the mounting ring groove can be used to restrict the radial bending of the reset elastic member 9.

[0050] In some embodiments, a sealing element 8 is provided at the end of the mounting hole away from the locking pin 61. The sealing element 8, the wall of the mounting hole, and the locking pin 61 form an oil cavity. The drive assembly includes an oil pump, which is connected to the oil cavity via a hydraulic drive control oil circuit. In this embodiment, the sealing element 8 is threadedly connected to the mounting hole, and a sealing ring 81 is provided between the sealing element 8 and the mounting hole to prevent hydraulic oil leakage in the oil cavity. Moreover, the sealing element 8 is designed to be detachable for easy installation of the locking pin 61. By using an oil pump to drive the locking pin 61 through a hydraulic drive control oil circuit, when the hydraulic drive control oil circuit fills the oil cavity with hydraulic oil, the locking pin 61 extends out relative to the mounting hole and inserts into the locking hole 22 under the push of the hydraulic oil, thereby realizing the engagement of the main intake rocker arm 2 and the auxiliary intake rocker arm 3. When the engine needs to operate normally, the hydraulic drive control circuit is activated to depressurize the hydraulic oil in the oil chamber. Under the elastic restoring force of the reset elastic element 9, the locking pin 61 automatically resets, thereby separating the main intake rocker arm 2 and the auxiliary intake rocker arm 3. By controlling the movement of the locking pin 61 using the hydraulic drive control circuit, the locking pin 61 can be pushed to move. In other embodiments, an electromagnet can also be used as the driving component. The electromagnet is arranged in the locking hole 22. When the main intake rocker arm 2 and the auxiliary intake rocker arm 3 need to be engaged, the electromagnet is energized, attracting the locking pin 61 to move and insert into the locking hole 22. When the main intake rocker arm 2 and the auxiliary intake rocker arm 3 separate, the electromagnet is de-energized, and the locking pin 61 automatically resets under the action of the reset elastic element 9.

[0051] In some embodiments, since the secondary intake rocker arm 3 operates near the piston's bottom dead center, the engine cylinder pressure is relatively low, and the mechanical load on the secondary intake rocker arm 3 is relatively small. Therefore, the overall width of the secondary intake rocker arm 3 can be reduced compared to the main intake rocker arm 2, resulting in a lightweight design. Except for the elimination of the front end of the main intake rocker arm 2's elephant foot and adjusting screw mechanism, the secondary intake rocker arm 3 has the same shape as the main intake rocker arm 2. This ensures that when the cam base circles of the main lift cam 41 and the secondary lift cam 42 switch braking, the locking pin 61 and the locking pin 61 hole can be aligned precisely, ensuring a stable connection between the main intake rocker arm 2 and the secondary intake rocker arm 3 and preventing mechanical collisions.

[0052] In some embodiments, a control valve is provided in the hydraulic drive control oil circuit, and an oil passage communicating with the oil chamber is opened on the rocker arm shaft 1. The control valve is connected to the oil passage and has a first control position for filling the oil chamber with oil and a second control position for discharging the hydraulic oil in the oil chamber. In this embodiment, the control valve is a two-position four-way solenoid directional valve. When the control valve is in the first control position, hydraulic oil enters the oil passage through the control valve and then enters the oil chamber through the oil passage, causing the locking pin 61 to engage with the locking hole 22, thereby engaging the main lift cam 41 and the auxiliary lift cam 42. When the control valve is in the second control position, the hydraulic oil in the oil chamber flows back and is depressurized, and the reset elastic element 9 pushes the locking pin 61 to automatically reset.

[0053] In some embodiments, the oil passage includes an interconnected oil inlet passage 11 and an arc-shaped groove. The oil inlet passage 11 is connected to the control valve. The main intake rocker arm 2 or the auxiliary intake rocker arm 3, which has a mounting hole, has an oil hole 32 that communicates with the oil chamber. The oil hole 32 is connected to the arc-shaped groove. Specifically, the central angle corresponding to the arc-shaped groove is the same as the swing angle of the main intake rocker arm 2 or the auxiliary intake rocker arm 3. Through the above arrangement, it can be ensured that the oil hole 32 is always connected to the arc-shaped groove. In other embodiments, a flexible tube can also be used to connect the control valve and the oil hole 32. With this structure, it is not necessary to open an oil passage on the rocker arm shaft 1, which is convenient for manufacturing.

[0054] In some embodiments, an intake valve bridge 5 is provided on the main intake rocker arm 2, and two intake valves 100 are provided on the intake valve bridge 5. By providing the intake valve bridge 5, the two intake valves 100 connected to the intake valve bridge 5 can be driven to move during the swing of the main intake rocker arm 2, thereby increasing the gas charge in the cylinder, obtaining a higher maximum cylinder pressure, and further improving braking power. Moreover, by opening two intake valves 100, the tilting and detachment problems of the intake valve bridge 5 when only one intake valve 100 is opened are avoided.

[0055] In some embodiments, a first roller 21 is rotatably disposed on the main intake rocker arm 2, and a second roller 31 is rotatably disposed on the auxiliary intake rocker arm 3. The first roller 21 cooperates with the main lift cam 41, and the second roller 31 cooperates with the auxiliary lift cam 42. By providing the first roller 21 and the second roller 31, friction can be reduced.

[0056] In some embodiments, bushings 7 are fixedly provided on both the main intake rocker arm 2 and the auxiliary intake rocker arm 3, and both the main intake rocker arm 2 and the auxiliary intake rocker arm 3 are rotatably mounted on the rocker arm shaft 1 via the bushings 7. By providing the bushings 7, friction can be reduced, ensuring the flexibility of the swing of the main intake rocker arm 2 and the auxiliary intake rocker arm 3.

[0057] This embodiment also provides an engine, including an engine body and the above-mentioned intake valve opening and closing control structure. The intake valve opening and closing control structure is set on the engine body, eliminating the intake form of exhaust backflow into the cylinder, and effectively improving the in-cylinder braking efficiency of the engine.

[0058] This embodiment also provides a vehicle, including a vehicle body and the engine as described above. The engine is mounted on the vehicle body, eliminating the intake method of exhaust backflow into the cylinder, and effectively improving the in-cylinder braking efficiency of the engine.

[0059] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. An intake valve opening and closing control structure, characterized in that, include: Rocker arm shaft (1); The main intake rocker arm (2) is rotatably mounted on the rocker arm shaft (1), and the main intake rocker arm (2) is connected to the intake valve (100); The auxiliary air intake rocker arm (3) is rotatably mounted on the rocker arm shaft (1); A camshaft (4) is provided at intervals from the rocker arm shaft (1). A main lift cam (41) that cooperates with the main intake rocker arm (2) and a secondary lift cam (42) that cooperates with the secondary intake rocker arm (3) are fixedly provided on the camshaft (4). The main lift cam (41) and the secondary lift cam (42) can control the opening of the intake valve (100) according to different strokes of the engine. Locking assembly (6), the locking assembly (6) is disposed between the main intake rocker arm (2) and the auxiliary intake rocker arm (3); A drive assembly is connected to the locking assembly (6) for driving the locking assembly (6) to engage or disengage the auxiliary intake rocker arm (3) from the main intake rocker arm (2).

2. The intake valve opening and closing control structure according to claim 1, characterized in that, The locking assembly (6) includes a locking pin (61), which is slidably disposed on one of the main intake rocker arm (2) or the auxiliary intake rocker arm (3). The auxiliary intake rocker arm (3) and the other of the main intake rocker arm (2) are provided with locking holes (22), and the locking pin (61) can be inserted into the locking holes (22).

3. The intake valve opening and closing control structure according to claim 2, characterized in that, The main intake rocker arm (2) or the auxiliary intake rocker arm (3) is provided with a mounting hole, the locking pin (61) is slidably disposed in the mounting hole, and a reset elastic element (9) is provided in the mounting hole. The reset elastic element (9) abuts against the locking pin (61), and the reset elastic element (9) is configured to make the locking pin (61) always have a tendency to move away from the locking hole (22).

4. The intake valve opening and closing control structure according to claim 3, characterized in that, The main intake rocker arm (2) or the auxiliary intake rocker arm (3) with the mounting hole is provided with a mounting ring groove, and the end of the reset elastic member (9) away from the locking pin (61) is located in the mounting ring groove.

5. The intake valve opening and closing control structure according to claim 3, characterized in that, A sealing element (8) is provided at one end of the mounting hole away from the locking pin (61). The sealing element (8), the hole wall of the mounting hole and the locking pin (61) form an oil cavity. The drive assembly includes an oil pump, which is connected to the oil cavity through a hydraulic drive control oil circuit.

6. The intake valve opening and closing control structure according to claim 5, characterized in that, A control valve is provided on the hydraulic drive control oil circuit, and an oil passage communicating with the oil chamber is opened on the rocker arm shaft (1). The control valve is connected to the oil passage, and the control valve has a first control position for filling the oil chamber with oil and a second control position for discharging the hydraulic oil in the oil chamber.

7. The intake valve opening and closing control structure according to claim 6, characterized in that, The oil passage includes an interconnected oil inlet passage (11) and an arc-shaped groove. The oil inlet passage (11) is connected to the control valve. The main intake rocker arm (2) or the auxiliary intake rocker arm (3) with the mounting hole has an oil hole (32) connected to the oil chamber. The oil hole (32) is connected to the arc-shaped groove.

8. The intake valve opening and closing control structure according to claim 1, characterized in that, The main intake rocker arm (2) is provided with an intake valve bridge (5), and the intake valve bridge (5) is provided with two intake valves (100).

9. An engine, characterized in that, It includes an engine body and an intake valve opening and closing control structure as described in any one of claims 1-8, wherein the intake valve opening and closing control structure is disposed on the engine body.

10. A vehicle, characterized in that, It includes a vehicle body and an engine as described in claim 9, wherein the engine is mounted on the vehicle body.

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