A sliding valve type gas distribution structure of an internal combustion engine

Abstract

The utility model provides a kind of internal combustion engine slide valve type gas distribution structure, including lower valve body, slide valve and upper valve body, slide valve is located in upper valve body, lower valve body intermediate, transmission rod is equipped between upper valve body and slide valve, transmission rod one end is equipped with sprocket, slide valve is integrally embedded in lower valve body upper end surface, gas distribution port is opened in slide valve, lower valve body is opened in and exhaust hole one gas inlet hole one, upper valve body is opened in and exhaust hole two gas inlet hole two, exhaust hole two corresponding position with gas inlet hole one, gas inlet hole two of the utility model have Advantage: through the combination structure of lower valve body, slide valve, upper valve body and transmission rod, avoid traditional valve type gas distribution structure spring resonance problem, improve gas distribution timing precision, gas distribution phase flexible adjustment, simplify overall structure, improve gas flow efficiency simultaneously, it is favorable for fuel full combustion and the improvement of internal combustion engine power performance.

Description

Technical Field

[0001] This utility model mainly relates to the technical field of internal combustion engine valve train, specifically to a slide valve type valve train structure for internal combustion engines. Background Technology

[0002] In the operation of an internal combustion engine, the valve train plays a crucial role. It is responsible for precisely controlling the timing and flow of intake and exhaust, which directly affects the engine's power output, fuel economy, and emissions performance. Traditional valve trains, such as valve-type valve trains, are widely used, but they have certain limitations.

[0003] Valve-type valve trains rely on the opening and closing of valves to achieve valve distribution. However, the valve assembly structure is relatively complex. At high speeds, the valve springs are prone to resonance, affecting the valve timing accuracy. Furthermore, frequent collisions and wear between the valve and the valve seat can lead to decreased airtightness, increasing the risk of leakage and thus reducing the efficiency of the internal combustion engine. It may also affect the normal operation of the internal combustion engine due to malfunctions. The valve phase adjustment of valve-type valve trains is relatively limited, making it difficult to flexibly adapt to the diverse intake and exhaust requirements of different operating conditions of the internal combustion engine.

[0004] It should be noted that the above content falls within the scope of the inventor's technical knowledge. Due to the vast and complex nature of the technical content in this field, the above content of this application does not necessarily constitute prior art. Utility Model Content

[0005] 1. The technical problem to be solved by the utility model:

[0006] This utility model provides a slide valve type valve distribution structure for internal combustion engines to solve the technical problems existing in the background art.

[0007] 2. Technical Solution:

[0008] To achieve the above objectives, the technical solution provided by this utility model is as follows: a valve-type valve distribution structure for an internal combustion engine, comprising a lower valve body, a valve, and an upper valve body. The valve is located between the upper valve body and the lower valve body. A transmission rod is provided between the upper valve body and the valve. A sprocket is provided at one end of the transmission rod. The valve is integrally embedded in the upper end face of the lower valve body. A valve port is provided on the valve. An air inlet and an exhaust port are provided on the lower valve body. An air inlet and an exhaust port are provided on the upper valve body, corresponding to the positions of the air inlet and exhaust ports.

[0009] Furthermore, the rotation axis of the slide valve is offset from the central axis of the application cylinder, forming an eccentric fit structure, so that the position of the intake and exhaust ports is closer to the center of the application cylinder.

[0010] Furthermore, the slide valve includes an integrally formed valve core and an internal hexagonal connector, and the air distribution port is opened on the valve core.

[0011] Furthermore, the lower valve body has a groove corresponding to the valve core, and the first air inlet and the first exhaust are both located in the groove. The valve core is embedded in the groove and can rotate relative to it.

[0012] Furthermore, the end of the transmission rod furthest from the sprocket has a polygonal structure.

[0013] Furthermore, the upper valve body has an integrally formed external threaded sleeve at its upper end, and the upper valve body has a shaft hole that matches the transmission rod. The shaft hole passes through the external threaded sleeve and is coaxial with it.

[0014] Furthermore, the second air inlet and the second exhaust outlet sequentially penetrate the upper valve body and the outer wall of the external threaded sleeve.

[0015] 3. Beneficial effects:

[0016] Compared with the prior art, the technical solution provided by this utility model has the following advantages:

[0017] By combining the lower valve body, slide valve, upper valve body, and transmission rod, the spring resonance problem of traditional valve-type valve timing structure is avoided, the valve timing accuracy is improved, the valve phase is flexibly adjusted, the overall structure is simplified, and the gas flow efficiency is improved, which is conducive to the complete combustion of fuel and the improvement of the power performance of internal combustion engine.

[0018] It should be noted that the structures not described in this utility model are the same as or can be implemented using existing technology, and will not be elaborated here, as they do not involve the design points and improvement directions of this utility model. Attached Figure Description

[0019] Figure 1 This is an exploded view of the overall structure of this utility model;

[0020] Figure 2 This is a schematic diagram of the lower valve body structure of this utility model;

[0021] Figure 3 This is a schematic diagram of the slide valve structure of this utility model;

[0022] Figure 4 This is a schematic diagram of the upper valve body structure of this utility model;

[0023] Figure 5 This is a schematic diagram illustrating the application of the parallel cylinder block of the swashplate engine of this utility model.

[0024] Figure 6This is a schematic diagram illustrating the application of the inline cylinder block of this utility model.

[0025] Figure label:

[0026] 1. Lower valve body; 101. Embedded groove; 102. Air inlet port one; 103. Exhaust port one; 2. Slide valve; 201. Air distribution port; 202. Valve core; 203. Internal hexagonal connector; 3. Upper valve body; 301. Shaft hole; 302. Air inlet port two; 303. Exhaust port two; 4. Drive rod; 5. Sprocket; 6. External threaded sleeve. Detailed Implementation

[0027] To facilitate understanding of this utility model, a more comprehensive description of the utility model will be given below with reference to the accompanying drawings, which show several embodiments of the utility model. However, the utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of the utility model will be more thorough and complete.

[0028] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "page", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0030] In this utility model, unless otherwise explicitly specified and limited, the terms "installed," "connected," "linked," "fixed," "provided with," and "located in" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0031] See attached document Figure 1-6 An internal combustion engine valve-type valve distribution structure includes a lower valve body 1, a spool valve 2, and an upper valve body 3. The spool valve 2 is located between the upper valve body 3 and the lower valve body 1. A transmission rod 4 is provided between the upper valve body 3 and the spool valve 2. A sprocket 5 is provided at one end of the transmission rod 4. The spool valve 2 is integrally embedded in the upper end face of the lower valve body 1. The spool valve 2 has a valve port 201. The lower valve body 1 has an air inlet 102 and an exhaust port 103. The upper valve body 3 has an air inlet 302 and an exhaust port 303 corresponding to the positions of the air inlet 102 and the exhaust port 103.

[0032] The lower valve body 1 serves as the basic load-bearing component of the gas distribution structure. Its upper end face is provided with a groove 101 for fitting the valve core 202 of the slide valve 2. The shape and size of the groove 101 are strictly matched with the valve core 202, providing a stable installation space for the valve core 202 and ensuring that the valve core 202 can rotate relative to the groove 101, and its position is precise and controllable during the rotation.

[0033] Within the groove 101 of the lower valve body 1, there is an air inlet 102 and an exhaust 103. The air inlet 102 is used to introduce fresh air, while the exhaust 103 is used to discharge exhaust gas after combustion. The position and size of the two holes correspond to the air inlet 302 and exhaust 303 of the upper valve body 3, providing a channel for the orderly entry and exit of airflow and realizing the air distribution function.

[0034] The slide valve 2 is located between the upper valve body 3 and the lower valve body 1, and includes an integrally formed valve core 202 and an internal hexagonal connector 203. The valve core 202 has a valve port 201. When the slide valve 2 rotates with the transmission rod 4, the valve port 201 periodically connects or disconnects with the first air inlet 102 and the first exhaust outlet 103 of the lower valve body 1, as well as the second air inlet 302 and the second exhaust outlet 303 of the upper valve body 3. This controls the entry of the air-fuel mixture and the discharge of exhaust gas, thereby adjusting the valve timing and phase of the internal combustion engine to meet the requirements of the internal combustion engine for intake volume and exhaust efficiency under different operating conditions. The internal hexagonal connector 203 serves as the connection structure between the slide valve 2 and the transmission rod 4. The internal hexagonal shape of the valve 2 is adapted to the polygonal structure at one end of the transmission rod 4. The transmission rod 4 transmits the power from the sprocket 5 to the slide valve 2 in a stable and efficient manner, so that the slide valve 2 can rotate precisely according to the designed rotation law, providing power transmission guarantee for the realization of the valve distribution function. Furthermore, the rotation axis of the slide valve 2 is offset from the central axis of the cylinder block, forming an eccentric fit structure. This eccentric structure makes the position of the valve port 201, the intake port, and the exhaust port closer to the center of the cylinder block during the rotation of the slide valve 2, which can further optimize the valve distribution process, adapt to the complex working requirements of the internal combustion engine, and improve the power, economy, and emission performance of the internal combustion engine.

[0035] The upper valve body 3 is provided with an air inlet 302 and an exhaust 303, which correspond to the air inlet 102 and exhaust 103 of the lower valve body 1, respectively. The air inlet 302 is used to further transmit the mixture after being regulated by the slide valve 2 upward into the combustion chamber of the internal combustion engine, while the exhaust 303 is used to discharge the exhaust gas from the upper valve body 3 to complete the exhaust process.

[0036] The upper valve body 3 has an integrally formed external threaded sleeve 6 at its upper end, providing installation space for the transmission rod 4. It can be connected and fixed to other components via the external thread, ensuring the stable installation of the entire valve train on the internal combustion engine. The upper valve body 3 also has a shaft hole 301 that matches the transmission rod 4. The shaft hole 301 passes through the external threaded sleeve 6 and is coaxial with it. The shaft hole 301 provides precise guidance and support for the transmission rod 4. The second intake port 302 and the second exhaust port 303 sequentially penetrate the outer walls of the upper valve body 3 and the external threaded sleeve 6, allowing airflow to pass smoothly through the upper valve body 3 and... The external threaded sleeve 6 and the transmission rod 4 serve as transmission intermediate components. One end of the transmission rod 4 is connected to the main drive wheel at the end of the swashplate shaft of the swashplate engine via a sprocket 5, and the other end is engaged with the end of the transmission rod 4 of the slide valve 2 via a spline structure. When the swashplate shaft rotates synchronously with the engine, the transmission action is achieved through the sprocket 5 on the transmission rod 4, transmitting the rotational motion to the slide valve 2, thereby synchronizing the movement of the valve and the swashplate mechanism. This technical solution is similar to the slide valve valve supplementary structure of the swashplate engine transmission mechanism in patent application number CN202411847151.0.

[0037] One end of the transmission rod 4 is equipped with a sprocket 5. The sprocket 5 meshes with the drive sprocket at the end of the engine main shaft through a chain, transmitting the rotational power of the engine main shaft to the transmission rod 4 according to a set transmission ratio, thereby driving the slide valve 2 to operate synchronously.

[0038] The end of the transmission rod 4 furthest from the sprocket 5 has a polygonal structure. This polygonal structure is compatible with the internal hexagonal connector 203 of the slide valve 2, allowing it to be inserted into the internal hexagonal connector 203 to form a stable assembly. This transmits the power received by the sprocket 5 to the slide valve 2, causing the slide valve 2 to rotate according to a set speed and rotation pattern, providing power support for the valve timing function. It also has a unique thermal protection function. When the engine is running, the lower valve body 1 and the slide valve 2 are in direct contact with the high-temperature combustion gas, which easily leads to significant heat accumulation. The end of the transmission rod 4 furthest from the high-temperature area is connected to the engine main shaft through the sprocket 5 and is in a relatively low-temperature environment. This plug-in hexagonal fit structure reduces the direct contact area between metals and forms a natural thermal resistance barrier through the gap between the contact surfaces. This effectively prevents the heat from the slide valve 2 and the lower valve body 1 from being transferred upwards along the transmission rod 4, avoiding high temperature conduction to the sprocket 5 and the engine main shaft connection, and reducing the risk of temperature rise and deformation of the transmission components due to heat conduction.

[0039] In another implementation, in an internal combustion engine scenario with cylinders arranged in a straight line, this spool valve type valve distribution structure is installed between two cylinders to achieve dual-cylinder intake and exhaust control with a single structure, simplifying the system architecture and saving installation space. In this scenario, the valve core 202 of the spool valve 2 is provided with two valve ports 201, whose size, shape and circumferential distribution are precisely matched with the intake and exhaust ports of the two cylinders. When the spool valve 2 rotates under the drive of the transmission rod 4, the two valve ports 201 rotate and cover, alternately forming communication or closure with the intake and exhaust channels of the two cylinders. For example, when one valve port 201 is aligned with the intake port of the left cylinder to allow air to enter, the other valve port 201 can be aligned with the exhaust port of the right cylinder to allow air to exit. As the spool valve continues to rotate, the working positions of the two valve ports switch, realizing the alternation of intake and exhaust conditions of the two cylinders and ensuring synchronous and coordinated operation of the two cylinders.

[0040] To match the working rhythm of the two cylinders, the transmission ratio between the valve 2 and the engine main shaft is set to 4:1. When the drive shaft rotates 4 revolutions, the valve 2 rotates 1 revolution, so that the two valve ports can complete one complete intake and exhaust cycle for each of the two cylinders, avoiding valve timing deviation and improving the reliability of the valve timing structure.

[0041] The above-described embodiments are merely illustrative of certain implementations of this utility model, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these modifications and improvements all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A valve-type valve train structure for an internal combustion engine, characterized in that: The device includes a lower valve body (1), a slide valve (2), and an upper valve body (3). The slide valve (2) is located between the upper valve body (3) and the lower valve body (1). A transmission rod (4) is provided between the upper valve body (3) and the slide valve (2). A sprocket (5) is provided at one end of the transmission rod (4). The slide valve (2) is embedded in the upper end face of the lower valve body (1). An air distribution port (201) is provided on the slide valve (2). An air inlet (102) and an exhaust port (103) are provided on the lower valve body (1). An air inlet (302) and an exhaust port (303) are provided on the upper valve body (3) corresponding to the positions of the air inlet (102) and the exhaust port (103).

2. The valve-type valve train structure for an internal combustion engine according to claim 1, characterized in that: The rotation axis of the slide valve (2) is offset from the central axis of the application cylinder, forming an eccentric fit structure, so that the position of the intake and exhaust ports is closer to the center of the application cylinder.

3. The valve train structure for an internal combustion engine according to claim 1, characterized in that: The slide valve (2) includes an integrally formed valve core (202) and an internal hexagonal connector (203), and the air distribution port (201) is opened on the valve core (202).

4. The valve train structure for an internal combustion engine according to claim 3, characterized in that: The lower valve body (1) has a groove (101) corresponding to the valve core (202). The first air inlet (102) and the first exhaust (103) are both located in the groove (101). The valve core (202) is embedded in the groove (101) and can rotate relative to it.

5. The valve train structure for an internal combustion engine according to claim 1, characterized in that: The end of the transmission rod (4) away from the sprocket (5) has a polygonal structure.

6. The valve train structure for an internal combustion engine according to claim 1, characterized in that: The upper valve body (3) has an integrally formed external threaded sleeve (6) at its upper end. The upper valve body (3) has a shaft hole (301) that matches the transmission rod (4). The shaft hole (301) passes through the external threaded sleeve (6) and is coaxial with it.

7. The valve train structure for an internal combustion engine according to claim 6, characterized in that: The second air inlet (302) and the second exhaust (303) pass through the outer wall of the upper valve body (3) and the external threaded sleeve (6) in sequence.

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