Engine valve driving mechanism

Abstract

An engine valve driving mechanism comprises a gear ring mechanism, a first gear ring and a second gear ring are driven by a gear ring rotating mechanism to rotate relatively in a guide hole or on a guide rod, and when tooth peaks of the first gear ring are aligned with tooth valleys of the second gear ring, the first gear ring and the second gear ring get close to each other in the guide hole or on the guide rod; the engine valve driving mechanism generates motion loss, the motion of the engine cam is absorbed by the gear ring mechanism, and the motion of the engine valve is reduced or even eliminated. The gear ring mechanism can be sleeved on a valve rod of an engine valve (driven by a single valve), is arranged in a valve bridge or a rocker arm of an engine, increases, reduces or eliminates the movement of the engine valve, and is effectively applied to engine braking, variable valve driving of the engine and cylinder deactivation of the engine.

Description

Technical Field

[0001] This invention relates to the field of machinery, and more particularly to the field of engines, and in particular to an engine valve drive mechanism. Background Technology

[0002] In existing technologies, conventional valve actuation in vehicle engines is well-known and has been used for over a century. Conventional valve actuation utilizes conventional valve actuation mechanisms to control the movement of engine valves for the engine's regular ignition operation. Due to additional requirements for engine fuel efficiency, exhaust emissions, and engine braking, more and more engines are adopting variable valve actuation (variable valve lift and phase), including engine cylinder deactivation that completely eliminates valve movement.

[0003] Chinese invention patent application CN114909199A (2021, with the same applicant) discloses a variable valve timing mechanism for an engine, including a first rocker arm, a second rocker arm, and a connecting mechanism. One end of the first rocker arm and one end of the second rocker arm are rotatably connected to a shaft. The other end of the first rocker arm is close to the engine valve, and the other end of the second rocker arm is close to the engine cam. The connecting mechanism includes a connecting piston and a connecting rod mechanism. The connecting piston is housed within the first or second rocker arm, and the connecting rod mechanism is rotatably connected to one end of the connecting piston. The extension and retraction of the connecting rod mechanism changes the length of the connecting mechanism between the first and second rocker arms, altering the motion transmitted from the engine cam to the engine valve, used for engine cylinder deactivation and engine braking. However, the structure and control of the aforementioned variable valve timing mechanism are still relatively large and complex, and the connecting rod mechanism used is prone to instability (maloperation). Summary of the Invention

[0004] The purpose of this invention is to provide an engine valve drive mechanism that solves the technical problems of large structure, complex control, and easy instability (maloperation) of linkage mechanism in the prior art.

[0005] This invention provides an engine valve drive mechanism, comprising a gear ring mechanism, which includes a gear ring one, a gear ring two, and a gear ring rotation mechanism. The gear ring one and gear ring two each have a toothed end facing each other, and each toothed end has a predetermined number of teeth. Adjacent teeth form tooth valleys, and the tops of the teeth form tooth peaks. The gear ring rotation mechanism drives gear ring one or gear ring two to rotate relative to each other between positions one and two, thereby changing the movement of the engine valves.

[0006] In position one, the tooth crest of gear one is aligned with the tooth crest of gear two, and gear one and gear two cannot approach each other. The movement of the engine cam is transmitted to the engine valves through gear one and gear two; and

[0007] At position two, the tooth peak of the first gear ring is aligned with the tooth valley of the second gear ring, and the first gear ring and the second gear ring can approach each other. The movement of the engine cam causes the engine valve to lose movement due to the relative movement of the first gear ring and the second gear ring.

[0008] Optionally, the engine valve drive mechanism further includes an engine rocker arm and a housing disposed between the engine rocker arm and the engine valve. The engine rocker arm or the housing is provided with a guide hole or a guide rod. The first gear ring and the second gear ring are disposed in the guide hole or sleeved on the guide rod. At position two, the first gear ring and the second gear ring are close to each other along the guide hole or the guide rod.

[0009] Optionally,

[0010] The initial position is position one, and the working position is position two, in order to reduce or even eliminate the movement of the engine valves, or

[0011] The initial position is position two, and the working position is position one, in order to increase the movement of the engine valves;

[0012] The gear ring rotation mechanism drives either gear ring one or gear ring two to switch the gear ring mechanism between the initial position and the working position.

[0013] Optionally, the gear ring rotation mechanism includes a drive piston and a return spring, wherein

[0014] The return spring drives the drive piston, which in turn drives either the first gear ring or the second gear ring, to change the gear ring mechanism from the working position to the initial position.

[0015] The engine oil overcomes the force of the return spring and drives the drive piston, thereby driving either the first gear ring or the second gear ring to change the gear ring mechanism from the initial position to the working position.

[0016] Optionally, the axial direction of the drive piston is perpendicular to the axial direction of the first gear ring and the second gear ring, so that when the drive piston moves along its axial direction, it drives the first gear ring or the second gear ring to rotate around its axial direction.

[0017] Optionally, the drive piston has two ends along its axial direction. One end has a return spring hole that cooperates with the return spring, and the other end is a certain distance away from the bottom of the drive piston hole. The engine oil flows to the bottom of the drive piston hole to overcome the force of the return spring.

[0018] Optionally, the driving piston has a recessed portion, and the corresponding position of the gear ring one or the gear ring two has a protrusion. The driving piston drives the gear ring one or the gear ring two through the cooperation between the protrusion and the recessed portion.

[0019] Optionally, the gear ring mechanism further includes a rotation positioning mechanism, which determines the angle of rotation between the gear ring one and the gear ring two between the positions one and the two.

[0020] Optionally, the rotary positioning mechanism includes a protrusion and a groove located on the toothed ends of the first gear ring and the second gear ring, respectively. The angle of the protrusion is the angle of the tooth, the angle of the groove is twice the angle of the tooth, and the range through which the protrusion rotates in the groove is the angle by which the first gear ring and the second gear ring rotate relative to each other.

[0021] Optionally, the protrusion is provided adjacent to the tooth of one of the gear rings and protrudes from the tooth peak, and the groove is a fan-shaped groove provided between the teeth of the other gear ring, and the bottom surface of the fan-shaped groove is lower than the tooth valley.

[0022] Optionally, the gear ring mechanism further includes an anti-rotation mechanism and / or an anti-axial displacement mechanism.

[0023] The anti-rotation mechanism prevents one of the gear rings (gear ring one and gear ring two) from rotating relative to the other gear ring.

[0024] The anti-axial displacement mechanism prevents one of the gear rings (gear ring one and gear ring two) from making axial displacement relative to the other gear ring.

[0025] Optionally, the gear ring mechanism further includes an anti-flyaway spring to prevent the gear ring mechanism from flying off in the second position.

[0026] Optionally, the engine valve is a single valve, the housing is disposed between the engine rocker arm and the single valve, the housing has a downward-opening guide hole, the first gear ring and the second gear ring are disposed in the guide hole of the housing, and the bottom end of the lower gear ring of the first gear ring and the second gear ring is sleeved on the valve stem of the single valve; or

[0027] The engine valves are dual valves, the housing is a valve bridge, and the valve bridge is disposed between the engine rocker arm and the dual valves.

[0028] The valve bridge has an upward-opening guide hole at its center, and the first gear ring and the second gear ring are disposed within the guide hole.

[0029] A guide rod is provided at the center of the valve bridge, and the first gear ring and the second gear ring are sleeved on the guide rod, or

[0030] One end of the valve bridge is provided with a guide hole that runs vertically through it. The first gear ring and the second gear ring are disposed in the guide hole. The bottom end of the lower gear ring of the first gear ring and the second gear ring is sleeved on the valve stem of one of the valves in the dual valves. The upper gear ring of the first gear ring and the second gear ring is connected to the auxiliary valve drive mechanism.

[0031] Optionally, the engine rocker arm includes a front rocker arm and a rear rocker arm, one end of the front rocker arm and one end of the rear rocker arm are rotatably connected to a shaft, the other end of the front rocker arm is close to the engine valve, and the other end of the rear rocker arm is close to the engine cam; wherein

[0032] The rear rocker arm contains the guide rod, and the guide rod abuts against the front rocker arm; or, the front rocker arm contains the guide rod, and the guide rod abuts against the rear rocker arm; and

[0033] The first gear ring and the second gear ring are sleeved outside the guide rod. The first gear ring and the second gear ring cause the position between the front rocker arm and the rear rocker arm to change at position one and position two, thereby changing the movement of the engine cam transmitted to the engine valve.

[0034] Optionally, the engine valve drive mechanism further includes an anti-flyaway spring, which is sleeved on the first gear ring and the second gear ring, with one end of the anti-flyaway spring connected to one end of the guide rod and the other end of the anti-flyaway spring connected to the front rocker arm or the rear rocker arm.

[0035] Optionally, the engine rocker arm has a guide hole that opens downward on the side facing the engine valve, and the first gear ring and the second gear ring are located in the guide hole.

[0036] Optionally, the gear ring mechanism further includes a preload spring, which pushes the second gear ring in the guide hole toward the first gear ring and separates it from the engine valve; when the engine starts with oil pressure, the engine oil pressure overcomes the force of the preload spring and brings the second gear ring closer to the engine valve.

[0037] Optionally, the lower end of the guide hole is provided with a spring seat plate and the middle part of the spring seat plate is provided with a hole. The lower end of the gear ring II passes through the hole of the spring seat plate and can contact the engine valve. The outer diameter of the lower end of the gear ring II is smaller than the outer diameter of the upper end of the gear ring II. One end of the preload spring is connected to the junction of the lower end and the upper end of the gear ring II, and the other end is connected to the spring seat plate.

[0038] Optionally, the number of teeth in each of the first gear ring and the second gear ring is not less than three.

[0039] Optionally, the number of teeth in the first gear ring and the second gear ring is six to ten.

[0040] Compared with existing technologies, the effects of this invention are positive and significant. This invention utilizes the relative positional change (tooth peak to tooth peak or tooth peak to tooth valley) of gear ring one and gear ring two in a gear ring mechanism to cause motion loss in the engine valve drive mechanism, thereby altering the engine valve movement. The gear ring mechanism of this invention can be fitted onto the valve stem of the engine valve (single valve drive), placed within the engine valve bridge or rocker arm, to increase, decrease, or eliminate engine valve movement. It is effectively applied to engine braking, engine variable valve drive, and engine cylinder deactivation, and has advantages such as simple and reliable structure, low edge stress, resistance to slippage, ease of manufacturing and assembly, and wide applicability. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the gear ring mechanism located between the rocker arm and the valve and in position one in Embodiment 1 of the engine valve drive mechanism of the present invention.

[0042] Figure 2 These are cross-sectional views of the gear ring mechanism and schematic diagrams of the gear ring rotation mechanism in Embodiment 1 of the engine valve drive mechanism of the present invention.

[0043] Figure 3 This is a schematic diagram showing the gear ring mechanism located in the center of the valve bridge and in position one in Embodiment 2 of the engine valve drive mechanism of the present invention.

[0044] Figure 4 This is a schematic diagram showing the gear ring mechanism located in the center of the valve bridge and in position one in Embodiment 3 of the engine valve drive mechanism of the present invention.

[0045] Figure 5 This is a schematic diagram of the gear ring mechanism located inside the rocker arm and in position one in Embodiment 4 of the engine valve drive mechanism of the present invention.

[0046] Figure 6 This is a schematic diagram showing the gear ring mechanism located inside the rocker arm and in position two in Embodiment 4 of the engine valve drive mechanism of the present invention.

[0047] Figure 7 This is a schematic diagram of the gear ring mechanism located at one end of the valve bridge and in position two in Embodiment 5 of the engine valve drive mechanism of the present invention.

[0048] Figure 8 This is a schematic diagram of the gear ring mechanism located inside the rocker arm in Embodiment 6 of the engine valve drive mechanism of the present invention.

[0049] Figure 9 This is a schematic diagram of the gear ring 1 of Embodiment 6 of the engine valve drive mechanism of the present invention.

[0050] Figure 10 This is a top view of the gear ring two in Embodiment 6 of the engine valve drive mechanism of the present invention.

[0051] Figure 11 A cross-sectional view of the gear ring mechanism and a schematic diagram of the gear ring rotation mechanism in Embodiment 6 of the engine valve drive mechanism of the present invention. Detailed Implementation

[0052] Example 1:

[0053] like Figure 1 and Figure 2 As shown, the engine valve drive mechanism comprises three main components: the engine rocker arm mechanism 200 (a portion of the engine rocker arm mechanism 200, referred to as engine rocker arm 210, is shown here), the engine valve 300, and the gear ring mechanism 100 located between the two. The engine valve 300 includes a single valve 301, which is fixed to the engine block (valve seat, not shown) by a valve spring 311. Currently, most mainstream heavy-duty truck diesel engines on the market operate with one rocker arm (via a valve bridge) to open two valves (single rocker arm opening two valves). Engines with one rocker arm opening a single valve (single rocker arm opening a single valve) include the Foton Cummins ISG engine, the Daimler-Benz OM470-473 engine, and the Detroit Diesel DD13-16 engine, and more and more companies are developing engines with one rocker arm opening a single valve (including double overhead camshafts).

[0054] The gear ring mechanism 100 includes a first gear ring 151, a second gear ring 161, and a gear ring rotation mechanism 50. The first gear ring 151 and the second gear ring 161 are placed within the guide hole 127 of the housing 121 and rotate relative to each other between positions one and two. Each of the first gear ring 151 and the second gear ring 161 has a toothed end with a predetermined number of teeth 153 and 163, and the teeth 153 and 163 face each other. In position one of the gear ring mechanism 100, the tooth peaks of the first gear ring 151 are aligned with the tooth peaks of the second gear ring 161; in position two of the gear ring mechanism 100, the tooth peaks of the first gear ring 151 are aligned with the tooth valleys of the second gear ring 161. The gear ring rotation mechanism 50 drives the first gear ring 151 to rotate relative to the second gear ring 161 between positions one and two. In addition, those skilled in the art will understand that in other embodiments, the gear ring rotating mechanism 50 can also drive the gear ring 2 161 to rotate relative to each other between position one and position two. For example, the position of the gear ring rotating mechanism 50 can be adjusted to be next to the gear ring 2 161.

[0055] The gear ring rotation mechanism 50 includes a drive piston 51 and a return spring 55 located within the housing 121. Figure 2 The return spring 55 places the gear ring mechanism 100 in the initial position. That is, the return spring 55 pushes the drive piston 51 to drive either gear ring one 151 or gear ring two 161 to change the gear ring mechanism 100 from the working position to the initial position. The engine oil overcomes the force of the return spring 55 and pushes the drive piston 51 to drive either gear ring one 151 or gear ring two 161 to change the gear ring mechanism 100 from the initial position to the working position.

[0056] The initial position of the gear ring mechanism 100 in this embodiment is position one ( Figure 1 When the gear ring 151 is in position two (working position), the tooth peak of tooth 153 of gear ring 151 is aligned with the tooth peak of tooth 163 of gear ring 161, and gear ring 151 and gear ring 161 cannot approach each other. When gear ring mechanism 100 is in position two (working position), the tooth peak of tooth 153 of gear ring 151 is aligned with the tooth valley of gear ring 161. The tooth peak moves into the tooth valley, causing gear ring 151 and gear ring 161 to approach each other (press together) in the guide hole 127. The engine valve drive mechanism loses motion, reducing or even eliminating engine valve motion. Eliminating engine valve motion is used for engine cylinder deactivation.

[0057] When it is necessary to change (here, reduce or eliminate) the engine valve movement, the control mechanism opens, supplying oil to the gear ring mechanism 100. Engine oil flows through the oil passage 214 in the engine rocker arm 210, the oil passage 115 in the valve clearance adjusting screw 110, the oil inlet 123 in the housing 121, and the oil inlet 155 in the gear ring 151, towards the bottom 125 of the drive piston bore. Figure 2The hydraulic pressure overcomes the force of the return spring 55, pushing the drive piston 51 towards the spring seat 57, causing the gear ring 151 to rotate from position one (initial position) to position two (working position) within the guide hole 127. The angle of rotation is determined by the rotary positioning mechanism. Note that the rotary positioning mechanism can be a conventional operation, implemented by the teeth on gear ring 151 / gear ring 161, or controlled by the stroke of the drive piston 51.

[0058] Once the gear ring mechanism 100 rotates from position one to position two, the tooth peak of tooth 153 of gear ring one 151 aligns with the tooth valley of tooth ring two 161. The engine cam (not shown) drives the engine rocker arm 210. The engine rocker arm presses against the housing 121 and gear ring 151. The tooth peak of tooth 153 of gear ring one 151 enters the tooth valley of tooth ring two 161 (pressing and merging), losing part or even all of the cam movement, reducing or even eliminating the movement of the valve.

[0059] Furthermore, the initial position of the gear ring mechanism 100 in the above embodiment can also be position two, where the tooth peak of tooth 153 of gear ring one 151 aligns with the tooth valley of tooth ring two 161, and the tooth peak of tooth 153 of gear ring one 151 can enter the tooth valley of tooth ring two 161 (compressed), losing a portion of the engine cam movement and reducing valve movement. When it is necessary to change (here, "increase") the engine valve movement, the control mechanism opens, supplying oil to the gear ring mechanism 100, and the engine oil will drive the piston 51 to push against the spring seat 57 ( Figure 2 This allows gear ring 151 to rotate from position two (initial position) to position one (working position) within guide hole 127. The tooth crest of tooth 153 of gear ring 151 aligns with the tooth crest of tooth 163 of gear ring 161, preventing gear ring 151 and gear ring 161 from approaching each other. This prevents motion loss in the engine valve drive mechanism, ensuring that all cam motion is transmitted to the brake valve. The above setup and operation can be applied to engine braking.

[0060] The axial direction of the drive piston 51 of the gear ring rotation mechanism 50 is perpendicular to the axial directions of gear ring one 151 and gear ring two 161, so as to... Figure 2 For example, the axial direction of the drive piston 51 is parallel to the paper surface, and the axial directions of gear ring 151 and gear ring 161 are perpendicular to the paper surface, so that when the drive piston 51 moves along its axial direction, it drives gear ring 151 or gear ring 161 to rotate around its axial direction. For example, referring to... Figure 2 The piston 51 is driven to move up and down along its axial direction, which in turn causes the gear ring 151 to rotate around an axis perpendicular to the paper.

[0061] Reference Figure 2The drive piston 51 has two ends along its axial direction. One end has a return spring hole that mates with the return spring 55. The other end is a certain distance from the bottom 125 of the drive piston hole and has an oil groove. Engine oil flows to the bottom 125 of the drive piston hole to overcome the force of the return spring 55. Note that the gear ring mechanism 100 has at least three teeth 153 and 163 on each of the gear ring 151 and gear ring 161. Ideally, each gear ring has six to ten teeth. This reduces edge stress and slippage when the gear ring mechanism 100 switches between position one and position two.

[0062] The gear ring rotation mechanism 50 of this embodiment further includes a roller 58, which is disposed between the drive piston 51 and the first gear ring 151. The drive piston 51 and the first gear ring 151 have corresponding recesses. Alternatively, the roller 58 can be disposed between the drive piston 51 and the second gear ring 161, with corresponding recesses on both. The drive piston 51 drives the first gear ring 151 or the second gear ring 161 through the cooperation between the roller 58 and the recesses. The recesses can be grooves 53 in the drive piston 51, or grooves or holes 159 in the first gear ring 151 or the second gear ring 161. The roller 58 is disposed within the groove 53 of the drive piston 51 and the grooves or holes 159 of the first gear ring 151 or the second gear ring 161.

[0063] The gear ring rotation mechanism 50 can drive the gear ring 151 to rotate. The drive piston 51 of the gear ring rotation mechanism 50 is placed in the circumferential groove 157 on the side wall of the gear ring 151, which can prevent the gear ring 151 from moving axially (up and down) within the guide hole 127. In other embodiments, the gear ring rotation mechanism can drive the gear ring 2 to rotate. The drive piston is placed in the circumferential groove on the side wall of the gear ring 2, which can prevent the gear ring 2 from moving axially (up and down) within the guide hole.

[0064] Figure 1 The spring 177 in the middle causes the toothed ring 151 and the toothed ring 2 161 to tend to separate (move away) and also prevents them from flying off.

[0065] The gear ring mechanism 100 also includes an anti-flyaway spring 198 fitted around gear ring one 151 and / or gear ring two 161. The anti-flyaway spring 198 biases the housing 121 upward, pressing it against the engine rocker arm 210 (elephant foot 114) and maintaining the seal of the oil passage. Note that the main function of the anti-flyaway spring 198 is to prevent the engine valve drive mechanism from flying off when the gear ring mechanism is in position two.

[0066] The gear ring mechanism 100 also includes an anti-rotation mechanism, which prevents one of the gear rings, gear ring one 151 and gear ring two 161, from rotating relative to the other gear ring. If the gear ring rotation mechanism 50 drives gear ring one 151 to rotate, the anti-rotation mechanism is provided on gear ring two 161 to prevent gear ring two 161 from rotating relative to gear ring one 151. For example, the anti-rotation mechanism can be a pin 142 located on the housing 121 and a pin groove 137 provided on gear ring two 161. The pin 142 cooperates with the pin groove 137 to prevent gear ring two 161 from rotating relative to gear ring one 151 in the guide hole 127.

[0067] In this embodiment, the housing 121 is provided with a downward-opening guide hole 127, and gear ring 151 and gear ring 161 are disposed in the guide hole 127. The toothless end (lower end) of gear ring 161 is fitted onto the valve stem 321 of the single valve 301 through hole 191. One end of the anti-flyaway spring 198 is connected to the bottom end of the housing 121, and the other end is connected to the spring seat of the single valve 301.

[0068] Example 2:

[0069] Figure 3 This is Embodiment 2, used to describe the engine valve drive mechanism of the present invention. Unlike Embodiment 1, the gear ring mechanism 100 is located between the engine rocker arm 210 and the valve bridge 121 (the housing is the valve bridge 121, and the gear ring mechanism 100 is located in the center of the valve bridge 121). Specifically, the valve bridge 121 has an upward-opening guide hole 127 at its center, and gear ring one 151 and gear ring two 161 are disposed within the guide hole 127. The parts identical to those in Embodiment 1 will not be repeated; this embodiment only describes the differences.

[0070] The rocker arm 110 opens two valves via the valve bridge 121 (single rocker arm opens two valves). Valve 302 is fixed to the engine block (valve seat, not shown) by valve spring 312, and valve stem 322 supports one end of the valve bridge 121. Furthermore, the anti-rotation mechanism of the gear ring 161 consists of a guide surface 162 and an anti-rotation plate 174. The anti-rotation plate 174 is fixed to the valve bridge (box) 121 by screws 172. Alternatively, the anti-rotation mechanism can also employ the pin-groove mechanism of Embodiment 1.

[0071] The working principle of this embodiment is basically the same as that of Embodiment 1: when it is necessary to change (reduce or eliminate) the engine valve movement, the control mechanism opens to supply oil to the gear ring mechanism 100. The engine oil flows through the oil passage 214 in the rocker arm 210, the oil passage 115 in the valve clearance adjusting screw 110, the oil passage 155 in the gear ring 161, and the oil passage 125 in the housing (here, the valve bridge) 121, to the bottom of the drive piston bore 125. Figure 2The hydraulic pressure overcomes the force of the return spring 55, pushing the drive piston 51 towards the spring seat 57, causing the gear ring 151 to move from the guide hole 127. Figure 3 The initial position shown (the tooth peak of tooth 153 of gear ring 151 is aligned with the tooth peak of tooth 163 of gear ring 2) is rotated to position 2 (working position), so that the tooth peak of tooth 153 of gear ring 151 is aligned with the tooth valley of tooth ring 2 161, and the tooth peak of tooth 153 of gear ring 151 is pressed into the tooth valley of tooth ring 2 161 (pressing and merging), causing the engine valve drive mechanism to lose motion, reducing or even eliminating the movement of valves 301 and 302.

[0072] Similar to Embodiment 1, the initial position of the gear ring mechanism 100 in this embodiment can also be position two. When it is necessary to change the engine valve movement, the gear ring rotating mechanism 50 rotates the gear ring mechanism 100 from position two to position one (working position) to increase the engine valve movement. The above settings and operations can be applied to engine braking, and there is no need to set and adjust the valve clearance of engine braking.

[0073] Example 3:

[0074] Figure 4 This is embodiment 3, used to describe the engine valve drive mechanism of the present invention. Similar to embodiment 2, the gear ring mechanism 100 is located at the center within the valve bridge 121. However, unlike embodiment 2, gear ring one 151 and gear ring two 161 are fitted onto the guide rod 128, and gear ring two 161 is fixed to the guide rod 128 by a pin 144. The parts identical to embodiments 1 and 2 will not be repeated; this embodiment only describes the differences.

[0075] The gear ring rotation mechanism 50 drives gear ring 151 to rotate on guide rod 128, while simultaneously preventing gear ring 151 from making axial movement on guide rod 128. Note that spring 198 has an anti-flyaway function, while also biasing gear ring 153 and gear ring 161 apart.

[0076] The working principle of this embodiment is basically the same as that of embodiment 2: when it is necessary to change (reduce or eliminate) the engine valve movement, the control mechanism opens to supply oil to the gear ring mechanism 100. The engine oil flows through the oil passage 214 in the rocker arm 210, the oil passage 115 in the valve clearance adjusting screw 110, and the oil passage 159 in the guide rod 128, to the annular groove 152 in the gear ring 151 and the bottom of the drive piston bore 125. Figure 2 The hydraulic pressure overcomes the force of the return spring 55, pushing the drive piston 51 towards the spring seat 57, causing the gear ring 151 to move from the guide rod 128. Figure 4The initial position one (the tooth peak of tooth 153 of gear ring 151 is aligned with the tooth peak of tooth 163 of gear ring 2) is rotated to position two (working position), so that the tooth peak of tooth 153 of gear ring 151 is aligned with the tooth valley of tooth ring 2 161, and the tooth peak of tooth 153 of gear ring 151 enters the tooth valley of tooth ring 2 161 (compression and merging), causing the engine valve drive mechanism to lose motion, reducing or even eliminating the movement of valves 301 and 302.

[0077] Similar to Embodiment 1, the initial position of the gear ring mechanism 100 in this embodiment can also be position two. When it is necessary to change the engine valve movement, the gear ring rotating mechanism 50 rotates the gear ring mechanism 100 from position two (initial position) to position one (working position) to increase the engine valve movement. The above settings and operations can be applied to engine braking.

[0078] Example 4:

[0079] Figure 5 and Figure 6 Embodiment 4 describes the engine valve drive mechanism of the present invention. The engine valve drive mechanism shown in the figure includes a front rocker arm 10, a rear rocker arm 210, and a gear ring mechanism 100. One end of the front rocker arm 10 and one end 122 of the rear rocker arm 210 are rotatably connected to a shaft 120. The other end of the front rocker arm 10 is close to the engine valve 300 (the valve bridge 400 connects valve one 301 and valve two 302), and the other end of the rear rocker arm 210 is connected to a cam 230 via a roller 235. The gear ring mechanism 100 is basically the same as in Embodiment 3 (not described in detail here), but it is not within the valve bridge 400, but within the rear rocker arm 210 (or possibly within the front rocker arm 10). One end of a guide rod 128 is disposed within the rocker arm 210, and the other end 126 is connected to the front rocker arm 10. The parts that are the same as in Embodiments 1 and 3 will not be described again; only the differences are explained here.

[0080] The engine valve drive mechanism also includes an anti-flyaway spring 198. The anti-flyaway spring sleeve 198 is located outside the gear ring 151 and gear ring 2 161, and one end of the anti-flyaway spring 198 is located at one end of the guide rod 128. The other end of the anti-flyaway spring 198 is connected to the front rocker arm 10 or the rear rocker arm 20. Figure 5 and Figure 6 In the middle, the other end of the anti-flyaway spring 198 is connected to the rear rocker arm 20.

[0081] The initial position of the gear ring mechanism 100 in this embodiment is also position one. Figure 5The tooth crest of tooth 153 of gear ring 151 is aligned with the tooth crest of tooth 153 of gear ring 2 161. Gear ring 151 and gear ring 2 161 cannot move axially on guide rod 128 (approach each other). The engine valve drive mechanism does not lose movement, and the movement of cam 230 is completely transmitted to engine valves 301 and 302.

[0082] When it is necessary to change (reduce or eliminate) the engine valve movement, the control mechanism opens, supplying oil to the gear ring mechanism 100. Engine oil flows through oil passage 211 in the rocker arm shaft 205 and oil passage 214 in the rocker arm 210 to the bottom 125 of the drive piston bore. Figure 2 The hydraulic pressure overcomes the force of the return spring 55, pushing the drive piston 51 towards the spring seat 57, causing the gear ring 151 to move from the guide rod 128. Figure 5 Position 1 (initial position, tooth crest of gear 151 aligned with tooth crest of gear 2161) rotates to... Figure 6 Position two (working position) is shown, so that the tooth peak of gear ring 151 is aligned with the tooth valley of gear ring 2 161, the tooth peak of gear ring 151 enters the tooth valley of gear ring 2 161 (compression), the front rocker arm 10 and the rear rocker arm 210 move closer to each other, the engine valve drive mechanism loses motion (the motion of cam 230 is absorbed), reducing or even eliminating the motion of valves 301 and 302.

[0083] Note that the above description applies to both the exhaust and intake valves of the engine. Additionally, one end of the front rocker arm 10 can be rotatably connected to the rocker arm shaft 205.

[0084] In addition, the initial position of the gear ring mechanism 100 in this embodiment can also be position two. When it is necessary to change the engine valve movement, the gear ring rotation mechanism 50 rotates the gear ring mechanism 100 from position two (initial position) to position one (working position) to increase the engine valve movement for engine braking.

[0085] Example 5:

[0086] Figure 7 Embodiment 5 describes the engine valve drive mechanism of the present invention. Unlike Embodiments 2 and 3, the gear ring mechanism 100 is located at one end (not the center) of the valve bridge 121. Gear ring one 151 and gear ring two 161 are placed within the guide hole 127, and the toothless end of gear ring two 161 is fitted onto the valve stem 322 of the engine's second valve 302 through hole 191 (similar to Embodiment 1). The toothless end of gear ring one 151 (…) Figure 5 The upper end of the valve is connected to an auxiliary valve drive mechanism 1200. The parts that are the same as in Embodiments 1, 2 and 3 will not be described again; only the differences will be explained here.

[0087] The auxiliary valve drive mechanism 1200 can be an engine brake valve drive mechanism, including an engine brake cam (not shown) and an engine brake rocker arm 1210 or part of a rocker arm mechanism 200. The valve clearance of the brake valve 302 is set by the adjusting screw 1110.

[0088] Figure 7 In this embodiment, the initial position of the gear ring mechanism 100 is position two (the tooth peak of tooth 153 of gear ring one 151 is opposite the tooth valley of gear ring two 161). The movement of the engine braking cam is absorbed because the tooth peak of gear ring one 151 enters the tooth valley of gear ring two 161, and is not transmitted to the brake valve 302, thus no valve movement for engine braking is generated (movement loss). Note that the movement of the engine's conventional cam is transmitted to valve one 301 and valve two 302 through rocker arm 210 and valve bridge 121, generating conventional engine valve movement.

[0089] When it is necessary to change the engine valve movement (increase the valve movement for engine braking), the control mechanism opens, supplying oil to the gear ring mechanism 100. Engine oil flows through the oil passage 214 in the rocker arm 210, the oil passage 115 in the valve clearance adjusting screw 110, the oil passage 123 in the valve bridge (box) 121, and the inter-tooth clearance (oil passage) between gear ring one 151 and gear ring two 161, towards the bottom of the drive piston bore 125. Figure 2 The hydraulic pressure overcomes the force of the return spring 55, pushing the drive piston 51 towards the spring seat 57, causing the gear ring 151 to move from the guide hole 127. Figure 5 Position 2 (initial position, tooth peak of gear ring 151 aligns with tooth valley of gear ring 2 161) is rotated to position 1 (working position), so that tooth peak of tooth 153 of gear ring 151 is aligned with tooth peak of tooth 163 of gear ring 2 161. Gear ring 151 and gear ring 2 161 cannot move relative to each other (approach each other), the auxiliary valve drive mechanism will not lose motion, and the motion of the engine brake cam is transmitted to the brake valve 302 to generate engine braking.

[0090] Example 6

[0091] like Figure 8 As shown, this embodiment provides a gear ring mechanism 100 integrated within an engine rocker arm component 200 (shown here as a part of an engine rocker arm 210, hereinafter referred to as rocker arm 210). The parts identical to those in the above embodiment will not be repeated; this embodiment only describes the differences. The rocker arm 210 has a guide hole 127 opening downwards on the side facing the engine valve 301. The valve mechanism 300 here includes a valve 301, which is fixed to the engine block (valve seat, not shown) by a valve spring 311. The gear ring mechanism 100 includes a gear ring 151 (details see...). Figure 9Gear ring 2 161 (see top view) Figure 10 ) and gear ring rotating mechanism 50 (see details) Figure 11 Gear ring 151 and gear ring 2 161 are located within guide hole 127. Each of gear ring 151 and gear ring 2 161 has one end with a predetermined number of teeth 153 and 163 (each toothed end contains no less than three teeth, generally six to ten teeth), and the teeth 153 and 163 at the two toothed ends face each other. Gear ring rotation mechanism 50 drives gear ring 151 to rotate relative to each other between position one and position two. When the gear ring mechanism 100 is in position one, the tooth peak 154 of gear ring one 151 is aligned with the tooth peak 164 of gear ring two 161, and gear ring one 151 and gear ring two 161 cannot approach each other. When the gear ring mechanism 100 is in position two, the tooth peak 154 of gear ring one 151 is aligned with the tooth valley 162 of gear ring two 161, and gear ring one 151 and gear ring two 161 can approach each other within the guide hole 127, resulting in motion loss of the gear ring mechanism 100. Furthermore, those skilled in the art will understand that in other embodiments, the gear ring rotation mechanism 50 can also drive gear ring two 161 to rotate relative to each other between position one and position two. For example, the position of the gear ring rotation mechanism 50 can be adjusted to be next to gear ring two 161.

[0092] It should be noted that:

[0093] In position one, the tooth crest 154 of gear ring one 151 is aligned with the tooth crest 164 of gear ring two 161. Gear ring one 151 and gear ring two 161 cannot approach each other. That is, the tooth crest 154 of gear ring one 151 abuts against the tooth crest 164 of gear ring two 161. The rocker arm 210 drives gear ring one 151 and gear ring two 162 to move together. The movement of the engine brake cam is transmitted to the engine valve through the engine rocker arm, gear ring one and gear ring two, and the engine valve is in the open state.

[0094] In position two, the tooth peak 154 of gear ring one 151 is aligned with the tooth valley 162 of gear ring two 161. Gear ring one 151 and gear ring two 154 can approach each other within the guide hole 127 (tooth peak 154 can move into tooth valley 162). That is, rocker arm 210 drives gear ring one 151 to move relative to gear ring two 162 within the guide hole 127. The movement of the engine brake cam is not transmitted to the engine valve through the relative movement of gear ring one and gear ring two. Part or all of the engine valve movement is lost.

[0095] The anti-rotation mechanism can be configured such that the pin 142 fixed on the rocker arm 210 engages with the pin groove 137 on the gear ring 2 161 to prevent the gear ring 2 161 from rotating in the guide hole 127, while controlling the stroke of the gear ring 2 161 (the stroke is between one and four millimeters).

[0096] The anti-axial displacement mechanism can be configured such that the pin 144 fixed on the rocker arm 210 engages with the pin groove 147 on the gear ring 151 to prevent the gear ring 151 from moving up and down within the guide hole 127.

[0097] The stroke (braking stroke) of the gear ring mechanism 100 is determined by the height of the teeth.

[0098] Gear ring 151 rotates within guide hole 127, the range of rotation being approximately the angle β of one tooth. Figure 10 (The teeth are radial). It should be noted that due to errors or tolerances during machining, the range of rotation is approximately the angle β of one tooth.

[0099] Specifically, teeth 153 are arranged radially around the toothed end of the toothed portion with reference to the central axis of toothed ring 151, and teeth 163 are arranged radially around the toothed end of the toothed portion with reference to the central axis of toothed ring 161.

[0100] To further illustrate the meaning of "radial" using tooth 153, it can be understood that the plane containing side 1531 of tooth 153 and the plane containing side 1532 intersect at the central axis of tooth ring one.

[0101] To further illustrate the meaning of "tooth angle" using tooth 153 as an example, it can be understood as the angle at which the plane containing the side surface 1531 of tooth 153 intersects with the plane containing the side surface 1532.

[0102] The preload spring 198 biases the gear ring 2 161 upwards, pressing it against the gear ring 1 151. When not under engine oil pressure, it separates (moves away from) the engine valve 301 below the gear ring 2 161. Engine oil pressure (engine brake-start oil pressure) overcomes the force of the preload spring 198, causing the gear ring 2 161 to move downwards towards the engine valve 301 and separate from the gear ring 1 151 (tooth peaks 154 emerge from tooth valleys 162, as...). Figure 8 (As shown).

[0103] Generally, the rocker arm mechanism 200 is used to drive two valves 300. The lower end 165 of the gear ring 161 is between the engine valve 301 and the valve stem of the valve 301, where there is a brake pad or valve bridge (not shown here). The preload spring 198 is sleeved on the lower end 165 of the gear ring 161. Preferably, the lower end of the guide hole 127 is provided with a spring seat plate 199. The spring seat plate 199 has a hole in the middle. The lower end 165 of the gear ring 161 passes through the hole in the spring seat plate 199 and can contact the engine valve 301. The outer diameter of the lower end 165 of the gear ring 161 is smaller than the outer diameter of the upper end of the gear ring 161. One end of the preload spring 198 is connected to the junction of the lower end 165 and the upper end of the gear ring 161, and the other end is connected to the spring seat plate 199.

[0104] Figure 11 The gear ring rotation mechanism 50 shown includes a drive piston 51 and a return spring 55. A recess on the drive piston 51 (e.g., a groove 53 on the drive piston 51) engages with a protrusion 58 on the gear ring 151 to form a kinematic connection pair. The gear ring 151 also has a clearance portion 157 (for mounting the drive piston 51). The return spring 55, through the drive piston 51 and the kinematic connection pair, acts on the gear ring 151 to push the gear ring mechanism 100 to its initial position. Figure 1 (Position 2 shown). The engine oil overcomes the force of the return spring 55, pushing the drive piston 51 and the gear ring 151, causing the gear ring mechanism 100 to rotate from position 2 (initial position) to position 1 (working position). The angle of rotation is approximately the angle β of one tooth. Figure 10 (The teeth are radial), and this angle is determined by a rotary positioning mechanism. The rotary positioning mechanism includes protrusions and grooves located on the toothed ends of the two gear rings, respectively. Here, gear ring 151 has a protrusion 158 (higher than the tooth peak 154). Figure 9 The gear ring 161 has a groove 168 on it. Figure 10 The angle of the protrusion is approximately the angle β of one tooth, while the angle α of the groove is approximately twice the angle β of the tooth. It should be noted that due to errors or tolerances during machining, the range of rotation is approximately the angle β of one tooth, the angle of the protrusion is approximately the angle β of one tooth, and the angle α of the groove is approximately twice the angle β of the tooth.

[0105] Specifically, the groove 168 can be a fan-shaped groove provided between the teeth 163, and the bottom surface of the fan-shaped groove is lower than the tooth valley 162. The protrusion 158 can be provided adjacent to the tooth 153 and protrude from the tooth peak 154.

[0106] The initial (non-braking) position of the gear ring mechanism 100 in this embodiment is position two ( Figure 8 The tooth peak 154 of tooth 153 of gear ring 151 is aligned with the tooth valley 162 of tooth 163 of gear ring 2 161. The tooth peak 154 can move into the tooth valley 162 so that gear ring 151 and gear ring 2 161 are close to each other in the guide hole 127 (meshing and pressing), resulting in motion loss.

[0107] The working principle of this embodiment is as follows: When engine braking is required, the brake control mechanism (not shown here) opens, supplying oil to the gear ring mechanism 100. Engine oil flows through the oil passage 214 within the rocker arm 210, the guide hole 127, the hole 155 in the center of the two gear rings, and the tooth clearance 152 (tooth valley), towards the bottom of the piston bore 125 of the driving piston. Figure 11Alternatively, oil can be directly supplied to the bottom 125 of the piston bore of the driving piston. The oil pressure overcomes the force of the preload spring 198, pushing the gear ring 2 161 downwards towards the valve 301, separating it from the gear ring 1 151. Figure 8 As shown; simultaneously, the oil pressure overcomes the force of the return spring 55, pushing the drive piston 51 towards the spring seat 57. Figure 11 The gear ring 151 is pushed to rotate within the guide hole 127 from position two (initial position: tooth peak 154 to tooth valley 162) to position one (working position: tooth peak 154 to tooth peak 164). There is no relative movement between the two gear rings 151 and 161. The movement of the engine brake cam (not shown) is transmitted to the engine valve 301 through the rocker arm 200, and the gear rings 151 and 161 (without loss of movement) within the rocker arm, generating the valve movement for engine braking. Note that the gear rings 151 and 161 form a mechanical link (fixed chain braking).

[0108] The foregoing description includes many different specific embodiments, which should not be considered as limiting the scope of the invention, but rather as specific examples representing the invention, from which many other variations are possible. For example, the engine valve drive method or system shown herein can be used not only in overhead camshaft engines but also in pushrod / push-tube engines; it can open not only a single valve but also two valves; it can be used not only to drive exhaust valves but also to drive intake valves; the type of cam and the number, size, shape, and phase of the included bosses can all be varied.

[0109] Furthermore, the initial position of the gear ring mechanism can be selected as position one or position two according to the actual application needs. The corresponding engine valve drive mechanism can be used to reduce (including eliminate) or increase the valve movement of the engine for variable valve drive, engine cylinder deactivation, and engine braking.

[0110] Furthermore, the types of brake engine valve drive mechanisms can be diverse. In addition to the single rocker arm opening a single valve, the single rocker arm opening a double valve, and the split (front and rear) rocker arm of this application, other mechanisms are also possible.

[0111] In addition, the position and arrangement of the gear ring mechanism are not entirely the same. For example, it can be fitted on the valve stem of the engine valve, placed in the center or one end of the valve bridge, placed inside the rocker arm or sandwiched between the front and rear rocker arms, and so on.

[0112] Therefore, the scope of this invention should not be determined by the specific examples described above, but by the appended claims and their legal equivalents.

Claims

1. An engine valve drive mechanism, characterized in that: The engine valve drive mechanism includes a gear ring mechanism, which comprises a gear ring one, a gear ring two, and a gear ring rotation mechanism. Gear ring one and gear ring two each have a toothed end facing each other, and each toothed end has a predetermined number of teeth. Adjacent teeth form tooth valleys, and the tops of the teeth form tooth peaks. The gear ring rotation mechanism drives gear ring one or gear ring two to rotate relative to each other between positions one and two, thereby changing the movement of the engine valves. In position one, the tooth crest of gear one is aligned with the tooth crest of gear two, and gear one and gear two cannot approach each other. The movement of the engine cam is transmitted to the engine valves through gear one and gear two; and At position two, the tooth peak of the first gear ring is aligned with the tooth valley of the second gear ring, and the first gear ring and the second gear ring can approach each other. The movement of the engine cam causes the engine valve to lose movement due to the relative movement of the first gear ring and the second gear ring.

2. The engine valve drive mechanism as described in claim 1, characterized in that, The engine valve drive mechanism also includes an engine rocker arm and a housing disposed between the engine rocker arm and the engine valve. The engine rocker arm or the housing is provided with a guide hole or a guide rod. The first gear ring and the second gear ring are disposed in the guide hole or sleeved on the guide rod. At position two, the first gear ring and the second gear ring are close to each other along the guide hole or the guide rod.

3. The engine valve drive mechanism as described in claim 1, characterized in that: The initial position is position one, and the working position is position two, in order to reduce or even eliminate the movement of the engine valves, or The initial position is position two, and the working position is position one, in order to increase the movement of the engine valves; The gear ring rotation mechanism drives either gear ring one or gear ring two to switch the gear ring mechanism between the initial position and the working position.

4. The engine valve drive mechanism as described in claim 3, characterized in that: The gear ring rotation mechanism includes a drive piston and a return spring, wherein The return spring drives the drive piston, which in turn drives either the first gear ring or the second gear ring, to change the gear ring mechanism from the working position to the initial position. The engine oil overcomes the force of the return spring and drives the drive piston, thereby driving either the first gear ring or the second gear ring to change the gear ring mechanism from the initial position to the working position.

5. The engine valve drive mechanism as described in claim 4, characterized in that: The axial direction of the drive piston is perpendicular to the axial direction of the first gear ring and the second gear ring, so that when the drive piston moves along its axial direction, it drives the first gear ring or the second gear ring to rotate around its axial direction.

6. The engine valve drive mechanism as described in claim 4, characterized in that: The drive piston has two ends along its axial direction. One end has a return spring hole that cooperates with the return spring, and the other end is a certain distance away from the bottom of the drive piston hole. The engine oil flows to the bottom of the drive piston hole to overcome the force of the return spring.

7. The engine valve drive mechanism as described in claim 4, characterized in that: The driving piston has a recessed portion, and the corresponding position of the gear ring one or the gear ring two has a protrusion. The driving piston drives the gear ring one or the gear ring two through the cooperation between the protrusion and the recessed portion.

8. The engine valve drive mechanism as described in claim 1, characterized in that: The gear ring mechanism further includes a rotation positioning mechanism, which determines the angle at which the first gear ring and the second gear ring rotate relative to each other between the first position and the second position.

9. The engine valve drive mechanism as described in claim 8, characterized in that: The rotary positioning mechanism includes a protrusion and a groove located on the toothed ends of the first gear ring and the second gear ring, respectively. The angle of the protrusion is the angle of the tooth, the angle of the groove is twice the angle of the tooth, and the range through which the protrusion rotates in the groove is the angle by which the first gear ring and the second gear ring rotate relative to each other.

10. The engine valve drive mechanism as described in claim 9, characterized in that: The protrusion is located adjacent to the tooth of one of the gear rings and protrudes from the tooth peak, and the groove is a fan-shaped groove between the teeth of the other gear ring and the gear ring, and the bottom surface of the fan-shaped groove is lower than the tooth valley.

11. The engine valve drive mechanism as described in claim 1, characterized in that: The gear ring mechanism also includes an anti-rotation mechanism and / or an anti-axial displacement mechanism. The anti-rotation mechanism prevents one of the gear rings (gear ring one and gear ring two) from rotating relative to the other gear ring. The anti-axial displacement mechanism prevents one of the gear rings (gear ring one and gear ring two) from making axial displacement relative to the other gear ring.

12. The engine valve drive mechanism as described in claim 1, characterized in that: The gear ring mechanism also includes an anti-flyaway spring, which is used to prevent the gear ring mechanism from flying off when in position two.

13. The engine valve drive mechanism as described in claim 2, characterized in that: The engine valve is a single valve. The housing is located between the engine rocker arm and the single valve. The housing has a downward-opening guide hole. Gear ring one and gear ring two are disposed within the guide hole of the housing. The bottom end of the lower gear ring of gear ring one and gear ring two is fitted onto the valve stem of the single valve; or The engine valves are dual valves, the housing is a valve bridge, and the valve bridge is disposed between the engine rocker arm and the dual valves. The valve bridge has an upward-opening guide hole at its center, and the first gear ring and the second gear ring are disposed within the guide hole. A guide rod is provided at the center of the valve bridge, and the first gear ring and the second gear ring are sleeved on the guide rod, or One end of the valve bridge is provided with a guide hole that runs vertically through it. The first gear ring and the second gear ring are disposed in the guide hole. The bottom end of the lower gear ring of the first gear ring and the second gear ring is sleeved on the valve stem of one of the valves in the dual valves. The upper gear ring of the first gear ring and the second gear ring is connected to the auxiliary valve drive mechanism.

14. The engine valve drive mechanism as described in claim 2, characterized in that: The engine rocker arm includes a front rocker arm and a rear rocker arm. One end of the front rocker arm and one end of the rear rocker arm are rotatably connected to a shaft. The other end of the front rocker arm is close to the engine valve, and the other end of the rear rocker arm is close to the engine camshaft. The rear rocker arm contains the guide rod, and the guide rod abuts against the front rocker arm; or, the front rocker arm contains the guide rod, and the guide rod abuts against the rear rocker arm; and The first gear ring and the second gear ring are sleeved outside the guide rod. The first gear ring and the second gear ring cause the position between the front rocker arm and the rear rocker arm to change at position one and position two, thereby changing the movement of the engine cam transmitted to the engine valve.

15. The engine valve drive mechanism as described in claim 14, characterized in that: The engine valve drive mechanism also includes an anti-flyaway spring, which is sleeved on the first gear ring and the second gear ring. One end of the anti-flyaway spring is connected to one end of the guide rod, and the other end of the anti-flyaway spring is connected to the front rocker arm or the rear rocker arm.

16. The engine valve drive mechanism as described in claim 2, characterized in that: The engine rocker arm has a guide hole that opens downwards on the side facing the engine valve, and the first gear ring and the second gear ring are located inside the guide hole.

17. The engine valve drive mechanism as described in claim 16, characterized in that: The gear ring mechanism also includes a preload spring, which pushes the gear ring two in the guide hole toward the gear ring one and separates it from the engine valve; when the engine starts with oil pressure, the engine oil pressure overcomes the force of the preload spring and brings the gear ring two closer to the engine valve.

18. The engine valve drive mechanism as described in claim 17, characterized in that: The lower end of the guide hole is provided with a spring seat plate and the middle part of the spring seat plate is provided with a hole. The lower end of the gear ring II passes through the hole of the spring seat plate and can contact the engine valve. The outer diameter of the lower end of the gear ring II is smaller than the outer diameter of the upper end of the gear ring II. One end of the preload spring is connected to the junction of the lower end and the upper end of the gear ring II, and the other end is connected to the spring seat plate.

19. The engine valve drive mechanism as described in claim 1, characterized in that: The number of teeth in each of the gear ring one and the gear ring two is not less than three.

20. The engine valve drive mechanism as described in claim 19, characterized in that: The number of teeth in the first gear ring and the second gear ring is six to ten.

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