A car engine camshaft with a low-friction structure

Abstract

This utility model provides a low-friction camshaft for an automotive engine, relating to the technical field of camshaft structures, to solve the problem of rapid wear of the cam profile and tappet surfaces caused by continuous sliding friction in traditional camshafts; it includes a load-bearing column, a load-bearing sleeve, a first cam, and a second cam; a drive gear is fixedly mounted at one end of the load-bearing column, and an assembly shaft groove is formed on the outer side of the load-bearing column; the load-bearing sleeve is rotatably sleeved inside the assembly shaft groove; the first cam is fixedly sleeved on the outer side of the load-bearing column, and a rotation groove is formed on the side of the first cam, with a rotation shaft groove formed on the inner side of the rotation groove; the second cam is fixedly sleeved on the outer side of the load-bearing column, and an inner rotation groove is formed on the outer side of the second cam; by reducing the contact friction between the first cam and the second cam and the load-bearing column, the continuous friction of the load-bearing column prevents rapid wear of the profile and tappet surfaces.

Description

Technical Field

[0001] This utility model belongs to the technical field of camshaft structure, and more specifically, it relates to a car engine camshaft with a low-friction structure. Background Technology

[0002] As the core component of the valve train of an automobile engine, the camshaft drives the tappets and rocker arms to move through the rotation of the cam body, thereby achieving precise opening and closing of the valves. This directly determines the engine's intake efficiency, combustion efficiency, and power output. When the engine is running at high speed, there is continuous sliding friction between the working surface of the cam body and the tappets, and there is also rolling friction between the support journal and the bearing.

[0003] Based on the above, the continuous sliding friction of traditional camshafts will cause the cam profile and tappet surface to wear rapidly. This not only shortens the replacement cycle of camshaft and valve train components and increases user maintenance costs, but may also cause a decrease in cam profile accuracy due to wear, leading to faults such as poor valve sealing and valve timing misalignment, which in turn causes a decrease in engine power, idling vibration, or even excessive emissions. Utility Model Content

[0004] To address the aforementioned technical problems, this utility model provides a car engine camshaft with a low-friction structure. This solves the problem that the continuous sliding friction of traditional camshafts leads to rapid wear of the cam profile and tappet surfaces, which not only shortens the replacement cycle of the camshaft and valve train components and increases user maintenance costs, but may also cause a decrease in cam profile accuracy due to wear, resulting in faults such as poor valve sealing and valve timing misalignment, which in turn causes problems such as reduced engine power, idling vibration, and even excessive emissions.

[0005] This utility model discloses a car engine camshaft with a low-friction structure, achieved through the following specific technical means: A low-friction camshaft for an automobile engine comprises the following core components: a load-bearing shaft column, a load-bearing support cylinder, a first cam, and a second cam. A drive gear is fixedly installed at one end of the bearing shaft column, and an assembly shaft groove is opened on the outer side of the bearing shaft column; the bearing support cylinder is rotatably sleeved on the inner side of the assembly shaft groove; the first cam is fixedly sleeved on the outer side of the bearing shaft column, and a rotating loading groove is opened on the side of the first cam, and a rotating shaft groove is opened on the inner side of the rotating loading groove; the second cam is fixedly sleeved on the outer side of the bearing shaft column, and a rotating inner groove is opened on the outer side of the second cam.

[0006] Furthermore, the inner side of the assembly shaft groove is also provided with a rotating slot and a rotating support ring; the rotating slot is opened on the inner side of the assembly shaft groove, and the rotating support ring is fixedly sleeved on the inner side of the assembly shaft groove.

[0007] Furthermore, the side of the bearing support cylinder is also provided with a rotating groove and a rotating side ring; the rotating groove is opened on the side of the bearing support cylinder, and the rotating side ring is fixedly set on both sides of the bearing support cylinder.

[0008] Furthermore, the inner side of the rotating carrier groove is also provided with a rotating inner ring and a rotating retaining ring; the rotating inner ring is rotatably sleeved on the inner side of the rotating carrier groove, and the rotating retaining ring is fixedly set on the inner side of the rotating inner ring.

[0009] Furthermore, the second cam side is also provided with a rotating outer ring and a rotating shaft collar; the rotating outer ring is rotatably sleeved on the outside of the second cam, and the rotating shaft collar is fixedly disposed on the inside of the rotating outer ring.

[0010] The automobile engine camshaft with a low-friction structure provided by this utility model has the following beneficial effects: This utility model achieves the following optimization effects by providing a bearing shaft column, a bearing support cylinder, a first cam, and a second cam: By cooperating with the bearing support cylinder and the rotating support ring, the rotational support method of the bearing shaft column is directly optimized, transforming traditional sliding friction into more efficient rolling support. This reduces the frictional resistance of the bearing shaft column from the transmission source. At the same time, by utilizing the corresponding cooperation between the rotating shaft groove and the rotating inner ring, and the rotating inner groove and the rotating outer ring, targeted rotational contact support is formed on the sides of the first cam and the second cam respectively, accurately eliminating the sliding friction between the cam side and the surrounding components. This structure achieves synchronous low-friction operation of the three core moving components: the bearing shaft column, the first cam, and the second cam, and completely cuts off the main source of friction loss. Through multi-dimensional friction reduction design, the profile wear of the bearing column caused by continuous friction is effectively avoided. At the same time, it prevents the rapid wear of the surfaces of the first camshaft, the second camshaft and mating parts, significantly extending the replacement cycle of the camshaft as a whole and valve train components (such as valve tappets), directly reducing the user's later maintenance costs. In addition, the reduction of component wear can maintain the accuracy of the cam profile and the stability of the valve timing for a long time, effectively avoiding faults such as poor valve sealing, reduced engine power, and idling vibration caused by wear, thus improving the reliability of engine operation. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the overall assembly of the camshaft structure of this utility model. Figure 2 This is a structural diagram illustrating the assembly and disassembly of the overall structure of the bearing shaft column of this utility model; Figure 3 This is a structural diagram illustrating the assembly and disassembly of the integral component of the bearing support cylinder of this utility model; Figure 4 This is a schematic diagram of the assembly and disassembly of the first cam integral component of this utility model; Figure 5 This is a schematic diagram of the assembly and disassembly of the second cam integral component of this utility model.

[0012] Figure label: 1. Bearing shaft column; 101. Drive gear; 102. Assembly shaft groove; 103. Rotation slot; 104. Rotation support ring; 2. Support cylinder; 201. Rotate the slot; 202. Rotate the side ring; 3. First cam; 301. Rotating carrier groove; 302. Rotating shaft groove; 303. Rotating inner ring; 304. Rotating retaining ring; 4. Second cam; 401. Rotate the inner groove; 402. Rotate the outer ring; 403. Rotate the shaft collar. Detailed Implementation

[0013] The embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples.

[0014] Example 1: As Figures 1 to 5 As shown, the present invention provides a car engine camshaft with a low-friction structure, comprising the following segments: A car engine camshaft with a low-friction structure, the core components of which include the following parts: a load-bearing column 1, a load-bearing support cylinder 2, a first cam 3, and a second cam 4; A drive gear 101 is fixedly installed at one end of the bearing shaft column 1, and an assembly shaft groove 102 is opened on the outer side of the bearing shaft column 1; the bearing support cylinder 2 is rotatably sleeved on the inner side of the assembly shaft groove 102; the first cam 3 is fixedly sleeved on the outer side of the bearing shaft column 1, and a rotating loading groove 301 is opened on the side of the first cam 3, and a rotating shaft groove 302 is opened on the inner side of the rotating loading groove 301; the second cam 4 is fixedly sleeved on the outer side of the bearing shaft column 1, and a rotating inner groove 401 is opened on the outer side of the second cam 4.

[0015] Example 2: Figures 2 to 5 As shown, the inner side of the rotating groove 301 is also provided with: a rotating inner ring 303 and a rotating retaining ring 304; the rotating inner ring 303 is rotatably sleeved on the inner side of the rotating groove 301, and the rotating retaining ring 304 is fixedly set on the inner side of the rotating inner ring 303; the side of the second cam 4 is also provided with: a rotating outer ring 402 and a rotating collar 403; the rotating outer ring 402 is rotatably sleeved on the outer side of the second cam 4, and the rotating collar 403 is fixedly set on the inner side of the rotating outer ring 402; the frictional force on the second cam 4 can be reduced by the cooperation of the rotating outer ring 402 and the rotating collar 403.

[0016] Example 3: Figures 2 to 5As shown, the inner side of the assembly shaft groove 102 is also provided with a rotating slot 103 and a rotating support ring 104; the rotating slot 103 is opened on the inner side of the assembly shaft groove 102, and the rotating support ring 104 is fixedly sleeved on the inner side of the assembly shaft groove 102; the side of the bearing support cylinder 2 is also provided with a rotating slot 201 and a rotating side ring 202; the rotating slot 201 is opened on the side of the bearing support cylinder 2, and the rotating side ring 202 is fixedly set on both sides of the bearing support cylinder 2; the rotating slot 201 and the rotating side ring 202 can support the bearing shaft column 1 to reduce friction.

[0017] The specific usage and function of this embodiment are as follows: In use, the bearing shaft column 1 is stably rotated and installed by the mounting shaft groove 102 in conjunction with the bearing support cylinder 2. The bearing support cylinder 2, in conjunction with the rotating support ring 104, reduces the friction of the bearing shaft column 1 through rotational support. The rotating shaft groove 302, in conjunction with the rotating inner ring 303, provides rotational contact support to the side of the first cam 3, reducing the contact friction of the first cam 3. The rotating inner groove 401, in conjunction with the rotating outer ring 402, provides rotational contact support to the side of the second cam 4, reducing the contact friction of the second cam 4. By reducing the contact friction between the first cam 3 and the second cam 4 and the bearing shaft column 1, the continuous friction of the bearing shaft column 1 can be prevented from causing rapid wear of the contour and tappet surface.

Claims

1. A camshaft for an automobile engine with a low-friction structure, mainly comprising the following components: a bearing column (1), a bearing support cylinder (2), a first cam (3), and a second cam (4); One end of the bearing shaft (1) is fixedly provided with a drive gear (101), and an assembly shaft groove (102) is opened on the outer side of the bearing shaft (1); characterized in that, The bearing support cylinder (2) is rotatably sleeved inside the assembly shaft groove (102); the first cam (3) is fixedly sleeved outside the bearing shaft column (1), and a rotating loading groove (301) is opened on the side of the first cam (3), and a rotating shaft groove (302) is opened inside the rotating loading groove (301); the second cam (4) is fixedly sleeved outside the bearing shaft column (1), and a rotating inner groove (401) is opened on the outside of the second cam (4).

2. The automotive engine camshaft with a low-friction structure according to claim 1, characterized in that, The inner side of the assembly shaft groove (102) is also provided with a rotating slot (103) and a rotating support ring (104); the rotating slot (103) is opened on the inner side of the assembly shaft groove (102), and the rotating support ring (104) is fixedly sleeved on the inner side of the assembly shaft groove (102).

3. The automotive engine camshaft with a low-friction structure according to claim 1, characterized in that, The side of the bearing support cylinder (2) is also provided with a rotating slot (201) and a rotating side ring (202); the rotating slot (201) is opened on the side of the bearing support cylinder (2), and the rotating side ring (202) is fixedly set on both sides of the bearing support cylinder (2).

4. The automotive engine camshaft with a low-friction structure according to claim 1, characterized in that, The inner side of the rotating carrier groove (301) is also provided with a rotating inner ring (303) and a rotating retaining ring (304); the rotating inner ring (303) is rotatably sleeved on the inner side of the rotating carrier groove (301), and the rotating retaining ring (304) is fixedly set on the inner side of the rotating inner ring (303).

5. A car engine camshaft with a low-friction structure according to claim 1, characterized in that, The second cam (4) is also provided with a rotating outer ring (402) and a rotating shaft ring (403) on its side; the rotating outer ring (402) is rotatably sleeved on the outside of the second cam (4), and the rotating shaft ring (403) is fixedly disposed on the inside of the rotating outer ring (402).

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