Spring for engine valve
By employing a staggered layout of two elastic helices with different natural frequencies and a connecting rod design on the engine valve, the problems of traditional springs in terms of space utilization, economy, and stability are solved, achieving the effects of compact layout, noise reduction, and extended lifespan.
Patent Information
- Application Number
- CN202520497069.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-20
- Publication Date
- 2026-01-30
- Estimated Expiration
- 2035-03-20
AI Technical Summary
Existing concentrically mounted double cylindrical helical springs are inadequate in terms of space utilization, economy, and high-speed operation stability, resulting in problems such as larger engine size, increased weight, noise generation, and shortened lifespan.
It employs a staggered layout of two elastic helices with different natural frequencies, combined with a connecting rod design, to reduce material usage and avoid resonance. Ultra-pure spring steel OTEVA 90 material is used to improve stability and lifespan.
It achieves compactness and material saving, vibration and noise reduction, significantly extends service life, and improves engine reliability and durability.
Smart Images
Figure CN223854722U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to spring technical field especially relates to a spring for engine valve. BACKGROUND
[0002] In the operation of automobile engine, valve spring plays a key role. It ensures that the valve tightly adheres to the valve seat or valve seat ring when the valve is closed, maintains the normal intake and exhaust of the engine; at the same time, it overcomes the inertial force generated by the valve opening valve train, ensures that the transmission member is controlled by the cam and does not deviate, and avoids engine failure.
[0003] At present, most engines use concentrically installed double cylindrical spiral springs as valve springs. Although this traditional spring structure can meet the basic functional requirements of valve springs to some extent, it has obvious defects. From the perspective of space utilization and economy, the installation space required by the concentrically installed double cylindrical spiral spring is too large, and the material consumption is too much. Under the development trend of modern automobile engine pursuing miniaturization, light weight and high efficiency, the large spring installation space not only increases the overall volume of the engine, which is not conducive to the compact layout in the engine compartment, but also leads to the increase of the weight of the engine, thereby affecting the handling performance and fuel economy of the automobile. Excessive use of materials also directly increases the production cost and reduces the market competitiveness of the product.
[0004] In addition, under the working condition of high-speed operation of the engine, the concentrically installed double cylindrical spiral spring faces the problem of resonance. Since the engine produces complex vibration when running at high speed, when the vibration frequency approaches the natural frequency of the two springs, resonance phenomenon is easily triggered. When resonance occurs, the engine operation will produce a lot of noise, which not only affects the driving comfort, but also may cause additional vibration interference to the surrounding parts of the engine, shortening their service life. Moreover, resonance will cause a large impact on the spring itself, causing the stress on the spring to increase sharply. Under the condition of long-term high stress, the fatigue life of the spring will be greatly shortened, and frequent replacement of the spring not only increases the maintenance cost, but also may affect the reliability and stability of the engine, causing inconvenience to the normal use of the automobile.
[0005] In summary, the existing concentrically installed double cylindrical spiral spring for engine valve has defects in space utilization, economy and high-speed operation stability, and there is an urgent need for a new type of valve spring structure to solve these problems to meet the performance requirements of the continuous development of modern automobile engine. UTILITY MODEL CONTENTS
[0006] The utility model discare the prior art's insufficient, develop a kind of spring for engine valve, the utility model realizes the radial dimension of two different natural frequency elastic spiral body is greatly reduced, also effectively avoids resonance, reduces stress impact and concentration by connecting rod, improves service life.
[0007] The technical scheme for solving the technical problems of the utility model is:
[0008] The application provides a spring for engine valve, which comprises an upper spring seat, a lower spring seat and two elastic spirals, the two ends of the elastic spirals are connected between the upper spring seat and the lower spring seat, the two elastic spirals are arranged at 180 degrees rotation staggered, and the wire diameters of the two elastic spirals are different, so that the two elastic spirals have different natural frequencies.
[0009] A connecting rod is arranged on the elastic spiral, and the two ends of the connecting rod are connected to the two elastic spirals.
[0010] As an improvement of the above-mentioned scheme, the elastic spiral and the connecting rod are made of ultra-pure spring steel OTEVA 90 material.
[0011] As an improvement of the above-mentioned scheme, the wire diameter of the elastic spiral gradually decreases from both ends to the middle, and / or the pitch of the elastic spiral gradually increases from both ends to the middle.
[0012] As an improvement of the above-mentioned scheme, the number of the connecting rod is one, and the connecting rod is located in the middle of the elastic spiral.
[0013] As an improvement of the above-mentioned scheme, the number of the connecting rod is more than one.
[0014] As an improvement of the above-mentioned scheme, the connecting rods are uniformly distributed from top to bottom.
[0015] As an improvement of the above-mentioned scheme, the number of the connecting rods is at least four, and the distance between the adjacent two connecting rods gradually increases from the top and bottom to the middle.
[0016] Compared with the prior art, the above-mentioned scheme has the following advantages or beneficial effects:
[0017] Compact and material-saving: the application uses the unique staggered layout of two elastic spirals to greatly reduce the radial dimension, which leaves more space for the engine compartment and is beneficial to compact layout. Moreover, the two elastic spirals with different natural frequencies are used to realize high performance, reduce material dependence and increase efficiency.
[0018] Anti-vibration noise reduction: when the engine is running at high speed, the traditional spring is easy to resonate due to single inherent frequency, which produces noise and impacts itself, shortening the service life. The spring is provided with two elastic helical bodies with different inherent frequencies, which effectively avoids resonance, ensures stable operation of the engine, and improves reliability and durability.
[0019] Longer service life: the traditional spring is affected by resonance, stress concentration, and shortens the service life. The spring reduces stress impact and concentration by unique structure, high-quality materials and reasonable design, and significantly improves the service life under complex working conditions of the engine. BRIEF DESCRIPTION OF DRAWINGS
[0020] The accompanying drawings are used to provide a further understanding of the present application, and constitute a part of the specification, and are used to explain the present application together with embodiments of the present application, and do not constitute a limitation on the present application.
[0021] Figure 1 Structure diagram of the spring for the engine valve of the present embodiment 1 Figure One .
[0022] Figure 2 Structure diagram of the spring for the engine valve of the present embodiment 1 Figure Two .
[0023] Figure 3 Structure diagram of the spring for the engine valve of the present embodiment 3 Figure One .
[0024] Figure 4 Structure diagram of the spring for the engine valve of the present embodiment 3 Figure Two .
[0025] In the figure, 1 is an upper spring seat, 2 is a lower spring seat, 3 is an elastic helical body, and 4 is a connecting rod. DETAILED DESCRIPTION
[0026] For the purpose of clearly illustrating the technical features of the present application, the present application will be described in detail below with specific embodiments and in conjunction with the accompanying drawings. The disclosure below provides many different embodiments or examples to implement different structures of the present application. In order to simplify the disclosure of the present application, the components and settings of specific examples are described below. In addition, the present application can repeatedly refer to numbers and / or letters in different examples. Such repetition is for the purpose of simplification and clarity, and does not indicate the relationship between the various embodiments and / or settings discussed. It should be noted that the components illustrated in the drawings are not necessarily drawn to scale. The present application omits the description of known components and processing techniques and processes to avoid unnecessary limitations on the present application. The terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" are only for the purpose of description, and cannot be understood as indicating or implying relative importance. In the description of the present application, it should be noted that, unless otherwise specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.
[0027] Embodiment 1
[0028] Referring to Figure 1 and 2 , the present embodiment provides a spring for engine valve, comprising upper spring seat 1, lower spring seat 2 and two elastic coils 3 with different natural frequencies, the two ends of the elastic coil 3 are connected between the upper spring seat 1 and the lower spring seat 2, and the two elastic coils 3 are arranged with 180 degree rotation staggered.
[0029] The middle part of the elastic coil is provided with a connecting rod 4, and the two ends of the connecting rod 4 are connected to the two elastic coils 3 and arranged horizontally.
[0030] From the overall morphology, the elastic spiral body 3 and the connecting rod 4 are like a certain degree of simplification of the DNA double helix structure. The structure design arranges two elastic spiral bodies 3 with 180-degree rotation staggered, greatly reduces the radial size, and leaves more space for the engine compartment, which is beneficial to compact layout. Two elastic spiral bodies 3 with different natural frequencies effectively avoid resonance, ensure stable operation of the engine, and improve reliability and durability. The setting of the connecting rod 4 also reduces stress impact and concentration, significantly improves the service life under complex working conditions of the engine.
[0031] The two elastic spiral bodies 3 only have different natural frequencies by setting different wire diameters. The relatively low natural frequency is mainly responsible for buffering low-frequency large-amplitude vibration; the relatively high natural frequency is used to cope with high-frequency small-amplitude vibration, and the two work together to improve the adaptability of the spring in the complex vibration environment of the engine.
[0032] The elastic spiral body 3 and the connecting rod 4 are made of ultra-pure spring steel OTEVA 90 material. This material has high purity, high strength and good fatigue resistance, which can effectively reduce the stress concentration points caused by internal impurities in the spring during work, improve the fatigue life of the spring, and ensure the stable and reliable operation of the spring under the frequent vibration and impact of the engine.
[0033] Embodiment 2
[0034] The content of this embodiment and the content of the above embodiment 1 are basically the same, the difference is:
[0035] The wire diameter of the elastic spiral body 3 gradually decreases from both ends to the middle, and / or the pitch gradually increases from both ends to the middle. This gradual change structure makes the spring able to withstand larger initial impact force at both ends, and the middle part plays a buffering and transition role, further disperses stress, improves the impact resistance of the spring, and reduces the risk of damage to the spring due to excessive local stress.
[0036] Embodiment 3
[0037] The content of this embodiment and the content of the above embodiment 1 or embodiment 2 are basically the same, the difference is:
[0038] Referring to Figure 3 and 4 , the number of connecting rods 4 is three, which can more evenly disperse stress, and when the engine is working, the impact force and vibration received by the spring can be more evenly distributed to the entire spring structure, reducing the stress of each connecting point, improving the stability and reliability of the spring under complex working conditions.
[0039] Further, the connecting rods 4 are uniformly distributed from top to bottom, that is, the distance between two adjacent connecting rods 4 is equal. This distribution mode enables the two elastic spiral bodies 3 to be evenly connected and constrained at each position, ensuring that the force is evenly transmitted between the branches and maintaining the performance consistency of the spring under different working conditions.
[0040] Still further, the three connecting rods 4 gradually taper from the upper and lower edges to the middle, that is, the diameters of the upper and lower connecting rods 4 are greater than that of the middle connecting rod 4. When the engine is working, the parts of the spring close to the upper and lower spring seats 2 bear greater stress. Because of the impact force and vibration received by these areas during the opening and closing of the valve, the force transmission is more concentrated. Thickening the connecting rods 4 close to the upper and lower edges can enhance the carrying capacity of these key parts. The middle part of the spring bears less stress than the upper and lower ends. Designing the connecting rod 4 in this area to be thinner can meet the mechanical performance requirements of this part and avoid waste of materials.
[0041] Still further, the end of the elastic spiral body 3 is wrapped with a buffer pad, which is connected with the upper and lower spring seats 2 to realize the buffering effect.
[0042] Example 4
[0043] The content of this embodiment is basically the same as that of the above-mentioned embodiment 1 or embodiment 2, and the difference lies in that:
[0044] The number of the connecting rods 4 of the present application is at least four, and the distance between two adjacent connecting rods 4 gradually increases from the upper and lower edges to the middle. Since the parts of the spring close to the spring seat bear greater force during the opening and closing of the valve, this distribution mode increases the number of connecting rods 4 close to the spring seat, enhancing the connection strength and stress transmission capacity of this area; while the middle part of the spring bears relatively small force, the distribution of the connecting rods 4 is relatively sparse, which not only ensures the structural stability but also avoids material waste, optimizing the overall performance and cost of the spring.
[0045] Although the specific embodiments of the utility model have been described above in combination with the drawings, it is not a limitation on the protection scope of the utility model. Various modifications or variations made by those skilled in the art on the basis of the technical solutions of the utility model without creative labor are still within the protection scope of the utility model.
Claims
1. A spring for an engine valve, characterized by: It comprises an upper spring seat (1), a lower spring seat (2) and two elastic helixes (3), the two ends of the elastic helixes (3) are connected between the upper spring seat (1) and the lower spring seat (2), the two elastic helixes (3) are arranged with a 180-degree rotation offset, the diameters of the two elastic helixes (3) are different, so that the two have different natural frequencies. A connecting rod (4) is arranged on the elastic helix, and the two ends of the connecting rod (4) are connected on the two elastic helixes (3) respectively.
2. A spring for an engine valve according to claim 1, wherein: The elastic helix (3) and the connecting rod (4) are made of super-pure spring steel OTEVA 90 material.
3. A spring for an engine valve according to claim 1, wherein: The diameter of the elastic helix (3) gradually decreases from both ends to the middle, and / or the pitch of the elastic helix (3) gradually increases from both ends to the middle.
4. A spring for an engine valve according to claim 1, wherein: The number of the connecting rod (4) is one, and the connecting rod (4) is located in the middle of the elastic helix.
5. A spring for an engine valve according to claim 1, wherein: The number of the connecting rod (4) is multiple.
6. A spring for an engine valve according to claim 5, wherein: The connecting rod (4) is uniformly distributed from top to bottom.
7. A spring for an engine valve according to claim 5, wherein: The number of the connecting rod (4) is at least four, and the distance between the adjacent two connecting rods (4) gradually increases from both sides to the middle.