WO2011147190A1 - 一种固链式发动机制动装置 - Google Patents

一种固链式发动机制动装置 Download PDF

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Publication number
WO2011147190A1
WO2011147190A1 PCT/CN2011/000768 CN2011000768W WO2011147190A1 WO 2011147190 A1 WO2011147190 A1 WO 2011147190A1 CN 2011000768 W CN2011000768 W CN 2011000768W WO 2011147190 A1 WO2011147190 A1 WO 2011147190A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
blind hole
piston
ball
plunger
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2011/000768
Other languages
English (en)
French (fr)
Inventor
杨洲
柯恩九
奚勇
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Shanghai Universoon Auto Parts Co Ltd
Original Assignee
Shanghai Universoon Auto Parts Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shanghai Universoon Auto Parts Co Ltd filed Critical Shanghai Universoon Auto Parts Co Ltd
Priority to EP11785962.9A priority Critical patent/EP2578820B1/en
Priority to US13/698,618 priority patent/US9353654B2/en
Publication of WO2011147190A1 publication Critical patent/WO2011147190A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/06—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for braking
    • F01L13/065—Compression release engine retarders of the "Jacobs Manufacturing" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2305/00—Valve arrangements comprising rollers

Definitions

  • This invention relates to the field of machinery, and more particularly to a brake device for an engine, and more particularly to a fixed-chain engine brake device.
  • Prior art engine brakes transmit mechanical inputs through a hydraulic circuit to an exhaust valve to be opened.
  • the hydraulic circuit typically includes a primary piston that reciprocates within the primary piston bore.
  • the reciprocating motion is derived from the mechanical input of the engine, such as the rocking of the injector rocker arm.
  • the movement of the primary piston is transmitted to the hydraulic circuit by hydraulic fluid.
  • the piston reciprocates in the secondary piston bore, and the secondary piston acts directly or indirectly on the exhaust valve to create a wide motion of the engine brake operation.
  • the above-mentioned conventional engine brake driven by hydraulic pressure has another disadvantage, that is, the retractability or deformation of the hydraulic system, which is related to the flexibility of the liquid, and the high flexibility of the liquid causes a large amount of compression of the brake valve to be reduced, and the valve is raised. Decrease results in increased valve load, while increased valve load results in higher flexibility Sex, forming a vicious circle.
  • the decrease in valve lift caused by hydraulic deformation increases as the engine speed increases, which is exactly the opposite of the brake valve lift trend required for engine braking performance. :, for: To reduce hydraulic flexibility, large diameter hydraulic pistons must be used to increase volume and weight. Moreover, the oil flow takes a long time to extend or retract the large diameter piston, resulting in a large inertia of the brake system and a slow response. Summary of the invention
  • the fixed-chain engine brake device of the present invention comprises a brake case, a drive mechanism and a brake mechanism, wherein the brake case is provided with a vertical blind hole and a horizontal blind hole, The vertical blind hole intersects the horizontal blind hole vertically, and the driving mechanism includes a ball or a driving piston, or a combination of a ball and a driving piston, and the braking mechanism includes a brake plunger, the ball or drive piston, or a combination of a ball and a drive piston is disposed in a horizontal blind hole, the brake plunger is disposed in a vertical blind hole, and is disposed in the brake case There is a fluid passage, the fluid passage is connected to the inlet of the horizontal blind hole, the outer diameter of the ball or the driving piston, or the outer diameter of the combination of the ball and the driving piston is matched with the inner diameter of the horizontal blind hole, the brake plunger There is an upper limit position and a lower limit position in the vertical blind hole. When the brake plunger is in the upper limit position, the top end of the brake plunger enter
  • the driving mechanism includes a return spring, one end of the return spring acts on the brake box body, and the other end of the return spring acts on the drive piston, or The combination of the ball and the drive piston.
  • the driving piston is in a liquid-tight connection with the horizontal blind hole.
  • the driving mechanism further includes a ball, one end of the driving piston is in contact with the ball, and the other end of the ball is in contact with the return spring.
  • the driving mechanism includes a return piston, and the return piston Provided in the horizontal blind hole, the return piston is pressed against the ball by the return spring.
  • the return piston is in fluid-tight connection with the horizontal blind hole.
  • the return piston is provided with a decompression and a discharge hole, and the decompression and discharge hole communicates the horizontal blind hole inner cavity with the outer space of the brake case.
  • the driving mechanism includes two return springs, and the two return springs are disposed in the horizontal blind holes, and the two return springs are respectively located on two sides of the rolling ball.
  • a brake spring is disposed in the vertical blind hole, and the brake spring is disposed between the lower end of the brake plunger and the brake case.
  • a brake spring is disposed in the vertical blind hole, and the brake spring is disposed between the lower end of the brake plunger and the brake case.
  • a stop mechanism is disposed between the brake plunger and the vertical blind hole. Further, the stopping mechanism comprises an axial slot provided in a middle portion of the outer side surface of the brake plunger and a stop pin fixed in a middle portion of the inner wall of the vertical blind hole, the length of the slot More than the diameter of the stop pin, the stop pin is located in the slot.
  • the upper end of the brake plunger is provided with a brake transition surface and a braking force receiving surface
  • the braking transition surface and the braking force receiving surface are planes including a step surface and a slope surface, or A conical surface, or an arc surface, or a cylindrical surface, or a spherical surface, or a combined surface formed by two or more of the above-described curved surfaces.
  • one end of the driving piston is provided with a braking driving surface
  • the braking driving surface is a plane including a slope, or a conical surface, or a circular surface, or a cylindrical surface, or a spherical surface, or A combined surface obtained by forming two or more of the above curved surfaces.
  • the brake box comprises at least one of the following components:
  • the exhaust arm of the engine and
  • the valve bridge of the engine The working principle of the present invention is: When the engine is required to switch from the normal working state to the engine braking state, the engine brake control mechanism is turned on to supply oil, and the oil flows through the brake fluid network to the fluid passage in the brake casing. The oil pressure overcomes the load acting on the drive piston or the ball by the return spring and the brake spring, pushing the drive piston or the ball to the right from the horizontal blind hole. The brake plunger is extended downward in the vertical blind hole, and the engine brake is changed from the non-operating position to the operating position to realize the switching of the engine from the normal working state to the engine braking state.
  • the engine brake control mechanism closes the drain, drives the piston or the ball to be free from oil pressure, moves to the left under the action of its return spring, and the drive piston stops on the left end of the horizontal blind hole.
  • the brake plunger is retracted upward in the vertical blind hole by the brake spring, and the engine brake is returned from the operating position to the non-operating position to be separated from the normal operation of the engine.
  • the effect of the present invention is positive and significant compared to the prior art.
  • the invention does not need to adopt the hydraulic brake control valve, simplifies the design, reduces the cost, and reduces the braking reaction time; does not use the liquid to withstand the braking load, and does not have the leakage, deformation and load fluctuation caused by the high oil pressure and the high oil temperature.
  • the brake valve is not affected by oil temperature, oil pressure and air content.
  • the brake valve can be lifted to a smaller value to reduce the requirement for the engine piston and valve clearance.
  • the invention can be integrated with the engine. , thereby reducing the height, volume and weight of the engine brake.
  • Figure 1 is a schematic illustration of the first embodiment of the present invention in the "off" position.
  • Fig. 2 is a schematic view showing the first embodiment of the present invention in a " ⁇ " position.
  • Figure 3 is a schematic illustration of the second embodiment of the present invention in the "off" position.
  • Figure 4 is a schematic illustration of the second embodiment of the present invention in the "on" position.
  • Figure 5 is a schematic illustration of the third embodiment of the present invention in the "off" position.
  • Figure 6 is a schematic illustration of the third embodiment of the present invention in the "on" position.
  • Figure 7 is a schematic illustration of the fourth embodiment of the present invention in the "off" position.
  • Figure 8 is a schematic view showing the fourth embodiment of the present invention in the "on" position.
  • Figure 9 is a schematic view of an application of the fourth embodiment of the present invention.
  • Figure 10 is a schematic illustration of the fifth embodiment of the present invention in the "off" position.
  • Figure 11 is a schematic view showing the fifth embodiment of the present invention in the "on" position.
  • Figure 12 is a schematic view showing the sixth embodiment of the present invention in the "OFF" position.
  • Figure 13 is a schematic view showing the sixth embodiment of the present invention in the "on" position.
  • the fixed-chain engine brake device 100 of the present invention comprises a brake housing 2102, a drive mechanism and a brake mechanism.
  • the brake box body 2102 is provided with intersecting vertical blind holes 190 and horizontal blind holes 260.
  • the driving mechanism comprises a driving piston 164 and a rolling ball 175.
  • the driving piston 164 forms a fluid seal with the horizontal blind hole 260, and the driving piston end is The ball is in contact with the ball to form a fit; the brake mechanism includes a brake plunger 160.
  • the drive piston 164 and the ball 175 are located in the horizontal blind bore 260 of the brake housing 2102 and are normally urged to the left by the return spring 156 and rest on the end face 246 of the piston bore 260, as shown in FIG.
  • the return spring 156 is located on the ball 175 of the driving mechanism, and the other end is located on the spring seat 158.
  • the spring seat 158 is positioned by a retaining ring 157 fixed to the brake case 2102, and the spring seat 158 is provided with a drain hole. 168.
  • the brake cylinder plug 160 is located in the vertical blind hole 190 of the brake case 2102, and is provided with a brake transition surface 126 and a braking force receiving surface 128 at its upper end.
  • the brake transition surface 126 is a conical surface.
  • the brake transition 126 surface may also be a flat surface (including a stepped surface and a sloped surface), a circular arc surface, a cylindrical surface, a spherical surface, or a combined surface formed by two or more of the above-described curved surfaces.
  • the braking force receiving surface 128 may be a flat surface (including a stepped surface and a sloped surface), a conical surface, a circular arc surface, a cylindrical surface, a spherical surface, or a combined surface formed by the above two or more of the above curved surfaces.
  • One end of the brake spring 177 is mounted at the lower end of the brake plunger 160, and the other end of the brake spring is fixed to the brake case 2102 by a screw 179. Under the action of the spring 177, the brake transition surface 126 of the brake plunger 160 rests on the lower right side of the ball 175, as shown in FIG.
  • the brake mechanism further includes a stop mechanism of the brake plunger 160, which is constituted by a stop pin 142 fixed in the brake case and a stop groove 137 on the brake plunger 160.
  • the stop mechanism can also adopt the step surface A variety of different ways.
  • the working process of this embodiment is: When the engine is required to switch from the normal working state (Fig. 1) to the engine braking state (Fig. 2), the engine brake control mechanism (not shown) is turned on for oil supply, and the oil passes through the brake.
  • the fluid network including the fluid passages 214 in the brake housing 2102, flows to the drive mechanism of the fixed chain engine brake 100.
  • the oil pressure overcomes the urging force of the return spring 156, pushing the drive piston 164 and the ball 175 to the right, and the ball 175 presses the brake transition surface 126 of the upper end of the brake plunger 160 to overcome the load of the brake spring 177.
  • the movable plunger 160 is pushed downward from the vertical blind hole 190 to change from the non-operating position to the operating position.
  • the ball 175 is moved from the brake transition surface 126 at the upper end of the brake plunger 160 to the braking force bearing surface 128 (Fig. 2).
  • the engine brake control mechanism closes the drain, and the drive piston 164 and the ball 175 are not subjected to the oil pressure, are moved to the left by the return spring 156, and are stopped at the horizontal blind hole 260. On the left end surface 246.
  • the brake plunger 160 is retracted in the vertical blind hole 190 by the brake spring 177, and the upper brake transition surface 126 is parked on the lower right side of the ball 175 to return to the non-operating position (Fig. 1). Separated from the normal operation of the engine.
  • the present embodiment is an improvement on the basis of the embodiment 1, and the drive piston 164 and the ball 175 of the embodiment 1 are integrated integrally.
  • the left side of the drive piston 164 is a piston that is guided and sealed, and the drive surface on the right side is a spherical surface 163 (which may also be a tapered surface, etc.).
  • Example 3
  • this embodiment is also an improvement on the basis of Embodiment 1.
  • this embodiment eliminates the drive piston, adds the return piston 162, and forms a horizontal blind hole 260.
  • the fluid seal is provided with a pressure reducing and drain hole 122 and 168 (which may also be a tapered combined hole).
  • the return piston 162 is combined with the return spring 156.
  • the return spring 156 abuts the return piston 162 against the ball 175 and presses the pressure relief hole 122 to ensure that the ball 175 is always pressed against the return piston 162.
  • the working process of this embodiment is: When the engine is required to be in a normal working state (as shown in FIG. 5) When switching to the engine braking state (as shown in FIG. 6), the engine brake control mechanism (not shown) is turned on for oil supply, and the oil passes through the brake fluid network, including the fluid passage 214 in the brake case 2102. A drive mechanism that flows to the brake 100. The oil pressure overcomes the force of the return spring 156, first pushing the ball] 75.
  • the oil flows through the ball (through the gap between the ball and the hole or the axial oil groove, not shown), the oil pressure overcomes the load of the brake spring 177, and the brake plunger 160 is vertically
  • the blind hole 190 is pushed downward, and the maximum stroke of the brake plunger 160 is determined by the stop mechanism (the stop pin 142 and the stop groove 137).
  • the ball 175 is pressed against the return piston 162 and moved to the right until the return piston 162 rests on the spring seat 158. At this time, the ball 175 is moved to the braking action surface 128 at the upper end of the brake plunger 160.
  • the brake plunger 160 is also moved down to the operating position shown in FIG.
  • the engine brake control mechanism closes the oil drain, and the return piston 162 and the ball 175 are not subjected to the oil pressure, and are moved to the left by the return spring 156, and are stopped at the horizontal blind hole 260. On the left end surface 246.
  • the brake plunger 160 is moved upward in the vertical blind hole 190 by the brake spring 177, and the upper brake transition surface 126 is stopped at the lower right side of the ball 175 to return to the non-operating position (Fig. 5). Separated from the normal operation of the engine.
  • FIG. 9 is a schematic diagram of an application example of the embodiment.
  • the brake housing 2102 of the engine brake 100 is a dedicated brake rocker that is part of the brake-specific exhaust valve actuator 2002.
  • the brake-specific exhaust valve actuator 2002 further includes a brake cam 2302, a cam follower 2352, and a brake spring 1982.
  • the brake cam 2302 includes only small bosses 232 and 233 on the inner base circle 2252 for the engine. brake.
  • the normal operation of the engine exhaust valve is driven by the engine exhaust valve train or valve actuator 200.
  • the exhaust valve train 200 has many components, including a cam 230, a cam follower wheel 235, and a rocker arm 210. Wide bridge 400, and exhaust valve 300.
  • the exhaust vent 300 is biased by the engine valve spring 310 on the valve seat 320 of the engine block 500 to prevent gas from flowing between the engine cylinder and the exhaust pipe 600.
  • the rocker arm 210 is rockingly mounted on the rocker shaft 205 to transmit the movement of the cam 230 to the exhaust valve 300 to be periodically opened and closed.
  • the cam 230 has a large boss 220 above the inner base circle 225, which produces a main valve lift curve for normal engine operation.
  • the engine brake control mechanism (not shown) is turned on for oil supply, and the oil passes through the brake fluid network, including the fluid passage 211 in the rocker shaft, and the radial direction.
  • the bore 212 and the fluid passage 214 in the rocker arm flow to the brake 100.
  • the oil pressure first and then overcomes the load of the brake spring 177 and the return spring 156 on the brake plunger 160, pushing the ball 175 together with the return piston 162 to the right.
  • the brake plunger 160 is changed from the retracted position (as shown in Figure 7) to the extended position (as shown in Figure 8).
  • the stroke of the brake plunger eliminates the gap 132 between the brake plunger 160 and the brake ram 1 16 (shown in Figure 9), and the motion generated by the small bosses 232 and 233 of the brake cam 2302 is shaken.
  • the arm 2102, the brake valve clearance adjusting screw 1102, the ball 175, the brake plunger 160, and the brake ram 116 are transmitted to the exhaust valve 3001 to generate engine braking.
  • the engine brake control mechanism closes the drain, the ball 175 and the return piston 162 are not subjected to the oil pressure, and are moved to the left by the return spring 156, and the ball 175 is stopped at the horizontal blind hole.
  • the end face 246 of the 260 (Fig. 7), the brake plunger 160 is retracted back into the inoperative position within the vertical blind bore 190, forming a gap 132 with the brake ram 116 (shown in Figure 9), such that the brake 100 is separated from the normal operation of the engine.
  • the brake case 2102 of the engine brake 100 may be, in addition to the dedicated brake rocker arm, an overhead dedicated brake case, an exhaust rocker arm of the engine, and a valve bridge of the engine.
  • the present embodiment is an improvement on the basis of Embodiment 3, in which the driving piston is integrated with the ball and the return piston, and the right portion of the driving piston 164 is a guided and sealed piston. It is sealed with horizontal blind hole liquid, and the driving surface on the left part is spherical (also It is a plane (including a stepped surface, a sloped surface, a conical surface, a circular surface, a cylindrical surface, or a combined surface formed by two or more of the above-mentioned curved surfaces), and the central portion is a spherical surface 163 or a tapered surface.
  • the working principle of this embodiment is similar to that of Embodiment 3, and will not be described in detail herein.
  • a return spring 166 is added as compared with the third embodiment.
  • One end of the return spring 166 acts on the brake case 2102, and the other end acts on the drive mechanism. Roll the ball 175.
  • the load of the return spring 166 is less than the load of the return spring 156, so that when there is no oil pressure, the ball 175 is stopped by the return spring 166 by the load of the return spring 156, and the step 246 of the left end of the horizontal blind hole 260 is stopped.
  • the working principle of this embodiment is substantially the same as that of the third embodiment, and will not be described in detail herein.
  • the return springs and brake springs shown here can be in the form of cylinders, vanes, and waves, and can be mounted or positioned in different locations.
  • the stop mechanism of the brake piston can also be in other forms. Therefore, the scope of the invention should not be determined by the specific examples described above, but by the appended claims and their legal equivalents.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Description

一种固链式发动机制动装置
技术领域
本发明涉及机械领域， 尤其涉及发动机的制动装置， 特别是一种固链 式发动机制动装置。
背景技术
说
现有技术中， 将内燃机作为制动手段的方法为人共知， 只需将发动机 暂时转换为压缩机。 转换过程中切断燃油， 在发动机活塞压缩冲程结束时 或接近结束时打幵排气阀， 允许被压縮气体 （制动时为空气） 被释放， 发 动机在压缩冲程中压缩气体所吸收的能量， 不能在随后的膨胀冲程返回到 发动机活塞， 而是通过发动机的排气及散热系书统散发掉。 最终的结果是有 效的发动机制动， 减缓车辆的速度。
发动机制动器的一个先例是由康明斯 (Cummins)提供的美国专利号 3220392披露， 根据该专利所制造的发动机制动系统在商业上很成功。 不 过， 此类发动机制动系统为顶置在发动机上的附件。 为了安装此类发动机 制动器， 在汽缸和阔盖之间要添加垫圈， 因此， 额外地增加了发动机的高 度、 重量及成本。 上述这些问题是由于将发动机制动系统当作发动机的一 个附件， 而不是发动机的一个组成部分或集成件所造成的。
现有技术中的发动机制动器经过液压回路将机械输入传递到要打开的 排气阀。 液压回路上通常包括在主活塞孔内往复运动的主活塞， 该往复运 动来自于发动机的机械输入， 比如说喷油器摇臂的摇动， 主活塞的运动通 过液压流体传递到液压回路上的副活塞， 使其在副活塞孔内往复运动， 副 活塞直接或间接地作用在排气阀上， 产生发动机制动运作的阔动。
因此， 上述由液压驱动的传统发动机制动器存在另一缺点， 即液压系 统的可缩性或变形， 这与液体的柔性有关， 液体的高柔性导致制动阀升的 大量压缩减小， 阀升的减小导致阀载的增加， 而阀载的增加导致更高的柔 性， 形成一种恶性循环。 此外， 由液压变形造成的阀升减小随着发动机转 速的增加而增加， 与发动机制动性能所要求的制动阀升趋势恰恰相反。：,为: 了减少液压柔性， 必须使用大直径的液压活塞， 增加体积和重量。 而且油 流需要很长时间使大直径活塞伸出或缩回， 导致制动系统惯性大、反应慢。 发明内容
本发明的目的在于提供一种固链式发动机制动装置， 所述的这种固链 式发动机制动装置要解决现有技术中液压驱动的发动机制动器存在的制动 系统复杂、发动机的高度和重量大、制动系统惯性大和反应慢的技术问题。
本发明的这种固链式发动机制动装置， 包括制动箱体、 驱动机构和制 动机构， 其中， 所述的制动箱体内设置有一个竖直盲孔和一个水平盲孔， 所述的竖直盲孔与所述的水平盲孔垂直相交， 所述的驱动机构包括有一个 滚球或一个驱动活塞、 或者是一个滚球和一个驱动活塞的组合， 所述的制 动机构包括有一个制动柱塞， 所述的滚球或驱动活塞、 或者滚球和驱动活 塞的组合设置在水平盲孔内， 所述的制动柱塞设置在竖直盲孔内， 制动箱 体内设置有流体通道， 所述的流体通道与水平盲孔的入口连通， 滚球或驱 动活塞的外径、 或者滚球和驱动活塞的组合的外径与水平盲孔的内径相配 合， 制动柱塞在竖直盲孔内具有一个上极限位置和一个下极限位置， 制动 柱塞在上极限位置时， 制动柱塞的顶端进入到水平盲孔内， 制动柱塞在下 极限位置时， 制动柱塞的顶端脱离水平盲孔。
进一步的， 所述的驱动机构中包括有一个回位弹簧， 所述的回位弹簧 的一端作用在所述的制动箱体上， 回位弹簧的另一端作用在所述的驱动活 塞、 或者滚球和驱动活塞的组合上。
进一步的， 所述的驱动活塞与所述的水平盲孔之间为液密封连接。 进一步的， 所述的驱动机构还包括一个滚球， 所述的驱动活塞一端与 所述的滚球相接触， 所述的滚球另一端与所述的回位弹簧接触。
进一步的， 所述的驱动机构中包括有一个回位活塞， 所述的回位活塞 设置在所述的水平盲孔内， 回位活塞由所述的回位弹簧压靠在所述的滚球 上。
所述的回位活塞与所述的水平盲孔之间为液密封连接。
进一步的， 所述的回位活塞上设置有减压与泄流孔， 所述的减压与泄 流孔将水平盲孔内腔与制动箱体外侧空间连通。
进一步的， 所述的驱动机构中包括有两个回位弹簧， 所述的两个回位 弹簧均设置在水平盲孔内， 两个回位弹簧分别位于所述的滚球的两侧。
进一步的， 所述的竖直盲孔内设置有一个制动弹簧， 所述的制动弹簧 设置在制动柱塞的下端与制动箱体之间。 所述的竖直盲孔内设置有一个制 动弹簧， 所述的制动弹簧设置在制动柱塞的下端与制动箱体之间。
进一步的，在所述的制动柱塞与所述的竖直盲孔之间设置有止位机构。 进一步的， 所述的止位机构包括设于所述的制动柱塞外侧面中部的轴 向切槽和固定在所述的竖直盲孔内壁中部的止位销， 所述的切槽的长度大 于所述的止位销的直径， 所述的止位销位于所述的切槽内。
进一步的， 所述的制动柱塞的上端设置有制动过渡面和制动受力面， 所述的制动过渡面和制动受力面为包括台阶面和斜面在内的平面、 或圆锥 面、 或圆弧面、 或圆柱面、 或球面、 或由上述两种或两种以上曲面形成而 得到的组合面。
进一步的， 所述的驱动活塞的一端设置有制动驱动面， 所述的制动驱 动面为包括斜面在内的平面、 或圆锥面、 或圆弧面、 或圆柱面、 或球面、 或由上述两种或两种以上曲面形成而得到的组合面。
进一步的， 所述的制动箱体至少包括下述部件中的一种：
顶置式专用制动箱，
专用制动摇臂，
发动机的排气摇臂， 及
发动机的阀桥。 本发明的工作原理是： 当需要发动机从正常工作状态转换至发动机制 动状态时， 发动机制动控制机构开通供油， 机油通过制动流体网路流到制 动箱体内的流体通道。 油压克服由回位弹簧和制动弹簧作用在驱动活塞或 滚球上的载荷， 将驱动活塞或滚球从水平盲孔内向右推。 使制动柱塞在竖 直盲孔内向下伸出， 发动机制动器从非操作位置变为操作位置， 实现发动 机从正常工作状态至发动机制动状态的切换。 当不需要发动机制动时， 发 动机制动控制机构关闭泄油， 驱动活塞或滚球不受油压， 在其回位弹簧的 作用下向左移， 驱动活塞停靠在水平盲孔的左端面上， 制动柱塞在制动弹 簧的作用下在竖直盲孔内向上缩回， 发动机制动器从操作位置回到非操作 位置， 与发动机正常运作分离。
本发明和己有技术相比较， 其效果是积极和明显的。 本发明不需采用 液压制动控制阀， 简化了设计， 降低了成本， 减少了制动反应时间； 不采 用液体承受制动载荷，没有高油压和高油温引起的泄漏、变形和载荷波动， 制动阀升不受油温、 油压和空气含量的影响， 制动阀升可获得更小值， 减 小对发动机活塞与气阀间隙的要求；同时本发明还可与发动机集成为一体， 从而减小发动机制动器的高度、 体积和重量。
附图说明
图 1是本发明的第一实施例处于 "关"位时的示意图。
图 2是本发明的第一实施例处于 "幵"位时的示意图。
图 3是本发明的第二实施例处于 "关"位时的示意图。
图 4是本发明的第二实施例处于 "开"位时的示意图。
图 5是本发明的第三实施例处于 "关"位时的示意图。
图 6是本发明的第三实施例处于 "开"位时的示意图。
图 7是本发明的第四实施例处于 "关"位时的示意图。
图 8是本发明的第四实施例处于 "开"位时的示意图。
图 9是本发明的第四实施例的一个应用示意图。 图 10是本发明的第五实施例处于 "关"位时的示意图。
图 11是本发明的第五实施例处于 "开"位时的示意图。
图 12是本发明的第六实施例处于 "关"位时的示意图。
图 13是本发明的第六实施例处于 "开"位时的示意图。
具体实施方式
实施例 1：
如图 1和图 2所示， 本发明的固链式发动机制动装置 100， 由一个制 动箱体 2102、 驱动机构和制动机构构成。 制动箱体 2102内设有相交的竖 直盲孔 190和水平盲孔 260，驱动机构包括驱动活塞 164和滚球 175，驱动 活塞 164与水平盲孔 260形成流体密封， 所述的驱动活塞一端与所述的滚 球相接触， 形成配合； 制动机构包括制动柱塞 160。 驱动活塞 164和滚球 175位于制动箱体 2102的水平盲孔 260内，平常由回位弹簧 156推向左边， 停靠在活塞孔 260的端面 246上， 如图 1所示。 回位弹簧 156的一端位于 驱动机构的滚球 175上， 另一端位于弹簧座 158上， 弹簧座 158由固定在 制动箱体 2102上的挡圈 157定位， 弹簧座 158上设有泄油孔 168。 制动柱 塞 160位于制动箱体 2102的竖直盲孔 190内， 其上端设置有制动过渡面 126和制动受力面 128。制动过渡面 126为圆锥面。制动过渡 126面也可以 是平面（包括台阶面和斜面）、 圆弧面、 圆柱面、 球面、 或由上述两种或两 种以上曲面形成而得到组合面。 同样， 制动受力面 128可以是平面 （包括 台阶面和斜面）、 圆锥面、 圆弧面、 圆柱面、 球面、 或由上述两种或两种以 上曲面形成而得到组合面。制动柱塞 160下端安装有制动弹簧 177的一端， 制动弹簧的另一端由螺钉 179固定在制动箱体 2102上。在弹簧 177的作用 下， 制动柱塞 160的制动过渡面 126停靠在滚球 175的右下侧面上， 如图 1所示。
制动机构还包括制动柱塞 160的止位机构， 由固定在制动箱内的止位 销 142和制动柱塞 160上的止位槽 137构成。 止位机构还可以采用台阶面 等多种不同的方式。
本实施例的工作过程是: 当需要发动机从正常工作状态 （图 1 ) 转换 至发动机制动状态 （图 2 ) 时， 发动机制动控制机构 （图中未示） 开通供 油， 机油通过制动流体网路， 包括制动箱体 2102内的流体通道 214， 流向 固链式发动机制动装置 100的驱动机构。油压克服回位弹簧 156的作用力， 将驱动活塞 164和滚球 175向右推， 滚球 175压迫制动柱塞 160上端的制 动过渡面 126， 克服制动弹簧 177的载荷，将制动柱塞 160从竖直盲孔 190 内向下推， 从非操作位置变为操作位置。 与此同时， 滚球 175从制动柱塞 160上端的制动过渡面 126移到了制动受力面 128 (图 2 )。
当不需要发动机制动时，发动机制动控制机构关闭泄油，驱动活塞 164 和滚球 175不受油压的作用， 在回位弹簧 156的作用下向左移， 停靠在水 平盲孔 260的左端面 246上。 制动柱塞 160在制动弹簧 177的作用下在竖 直盲孔 190内向上缩，上端的制动过渡面 126停靠在滚球 175的右下侧面， 回到非操作位置 （图 1 )， 与发动机正常运作分离。
实施例 2 :
如图 3和图 4所示， 本实施例是在实施 1基础上的改进， 具体的将实 施 1中的驱动活塞 164和滚球 175集成为一体。 驱动活塞 164的左边部分 为导向与密封的活塞， 右边部分的驱动面为球面 163 (也可以是锥面等）。 实施例 3 :
如图 5和图 6所示， 本实施例也是在实施例 1基础上的改进， 与实施 例 1相比， 本实施例取消了驱动活塞， 增加了回位活塞 162， 与水平盲孔 260形成流体密封， 回位活塞 162上设有减压与泄流孔 122和 168 (也可以 是一个锥形的组合孔）。回位活塞 162与回位弹簧 156组合作用， 回位弹簧 156将回位活塞 162顶靠在滚球 175上， 压住减压孔 122， 保证滚球 175 . 始终靠紧回位活塞 162。
本实施例的工作过程是： 当需要发动机从正常工作状态（如图 5所示） 转换至发动机制动状态 （如图 6所示） 时， 发动机制动控制机构 （图中未 示）开通供油， 机油通过制动流体网路， 包括制动箱体 2102内的流体通道 214， 流向制动器 100的驱动机构。油压克服回位弹簧 156的作用力， 首先 推动滚球 ] 75。 与此同时， 油流流过滚球 （通过球与孔之间的间隙或轴向 油槽， 图中未画出）， 油压克服制动弹簧 177的载荷， 将制动柱塞 160从竖 直盲孔 190内向下推， 制动柱塞 160下移的最大冲程由止位机构 （止位销 142和止位槽 137 ) 决定。 滚球 175压靠在回位活塞 162上， 一起向右移， 直到回位活塞 162停靠在弹簧座 158上为止。 此时， 滚球 175移到了制动 柱塞 160上端的制动作用面 128上。 而制动柱塞 160也向下移到了如图 6 所示的操作位置。
当不需要发动机制动时，发动机制动控制机构关闭泄油，回位活塞 162 和滚球 175不受油压的作用， 在回位弹簧 156的作用下向左移， 停靠在水 平盲孔 260的左端面 246上。 制动柱塞 160在制动弹簧 177的作用下在竖 直盲孔 190内向上移，上端的制动过渡面 126停靠在滚球 175的右下侧面， 回到非操作位置 （图 5 )， 与发动机正常运作分离。
实施例 4 :
如图 7、 图 8和图 9所示， 本实施例与实施例 3相比， 本实施例只增 加了制动阀隙调节螺钉 1 102， 由锁紧螺母 1052固定在制动箱 2102上。 本 实施例的工作原理与实施例 3相似。
图 9是本实施例的一个应用举例示意图。 发动机制动器 100的制动箱 体 2102为一专用制动摇臂， 是制动专用排气阀致动器 2002的一部分。 制 动专用排气阀致动器 2002还包括制动凸轮 2302、凸轮从动轮 2352和制动 弹簧 1982，制动凸轮 2302只含有位于内基圆 2252上的小凸台 232和 233， 用于发动机制动。
发动机排气阀的正常运作由发动机排气阀系或阀门致动器 200驱动产 生。排气阀系 200有很多部件， 包括凸轮 230， 凸轮从动轮 235， 摇臂 210， 阔桥 400，和排气阀 300。排气阔 300由发动机气阀弹簧 310偏置在发动机 缸体 500的阀座 320上， 阻止气体在发动机汽缸和排气管 600之间流动。 摇臂 210摇动式地安装在摇臂轴 205上， 将凸轮 230的运动， 传递给排气 阀 300， 使其周期性地开闭。 排气阀系还可能有其他部件， 如阀隙调节螺 钉和象足垫等， 因为简要起见在此省约。 凸轮 230在内基圆 225以上有一 大凸台 220， 产生主阀升曲线， 用于正常的发动机运作。
当需要发动机从正常工作状态转换至发动机制动状态时， 发动机制动 控制机构 （图中未示） 开通供油， 机油通过制动流体网路， 包括摇臂轴内 的流体通道 211、 径向孔 212和摇臂内的流体通道 214， 流向制动器 100。 油压先、 后克服制动柱塞 160上的制动弹簧 177和回位弹簧 156的载荷， 将滚球 175连同回位活塞 162—起向右推。 制动柱塞 160从缩回位置 （如 图 7所示）变为伸出位置（如图 8所示）。制动柱塞的冲程消除了制动柱塞 160和制动顶杆 1 16之间的间隙 132 (如图 9所示）， 制动凸轮 2302的小凸 台 232和 233所产生的运动通过摇臂 2102、制动阀隙调节螺钉 1102、滚球 175、 制动柱塞 160和制动顶杆 116传递到排气阀 3001， 产生发动机制动。
当不需要发动机制动时， 发动机制动控制机构关闭泄油， 滚球 175和 回位活塞 162不受油压， 在回位弹簧 156的作用下向左移， 滚球 175停靠 在水平盲孔 260的端面 246 (图 7)， 制动柱塞 160在竖直盲孔 190内向上 縮回到非操作位置， 与制动顶杆 116之间形成间隙 132 (如图 9所示）， 使 得制动器 100与发动机正常运作分离。
发动机制动器 100的制动箱体 2102除了专用制动摇臂之外，还可以是 顶置式的专用制动箱， 发动机的排气摇臂和发动机的阀桥。
实施例 5：
如图 10和图 1 1所示， 本实施例是在实施例 3基础上的改进， 将驱动 活塞与滚球和回位活塞集成为一体， 驱动活塞 164的右边部分为导向与密 封的活塞， 其与水平盲孔液密封连接， 左边部分的驱动面为球面 （也可以 是平面 （包括台阶面、 斜面、 圆锥面、 圆弧面、 圆柱面、 或由上述两种或 两种以上曲面形成而得到组合面）， 中部为球面 163， 也可以是锥面。 本实 施例的工作原理与实施例 3相似， 在此不再细说。
实施例 6 :
如图 12和图 13所示， 本实施例与实施例 3相比， 增加了一个回位弹 簧 166， 回位弹簧 166的一端作用在制动箱体 2102上， 另 -端作用在驱动 机构的滚球 175上。 回位弹簧 166的载荷小于回位弹簧 156的载荷， 这样 当没有油压时， 滚球 175由于回位弹簧 156的载荷大于另一个回位弹簧 166， 而停靠于水平盲孔 260左端的台阶 246上； 与此同时， 回位活塞 162 上没有减压与泄流孔。 本实施例的工作原理与实施例 3大致相同， 在此不 再细说。
上述说明包含了很多具体的实施方式， 这不应该被视为对本发明范围 的限制， 而是作为代表本发明的一些具体例证， 许多其他演变都有可能从 中产生。 举例来说， 这里显示的回位弹簧和制动弹簧可以是圆柱型、 叶片 型和波型等多种形式， 也可以安装或定位在不同的地方。 此外， 制动活塞 的止位机构也可以是其它形式。 因此， 本发明的范围不应由上述的具体例 证来决定， 而是由所附属的权力要求及其法律相当的权力来决定。

Claims

权 利 要 求 书
1. 一种固链式发动机制动装置， 包括制动箱体、 驱动机构和制动机构， 其 特征在于： 所述的制动箱体内设置有一个竖直盲孔和一个水平盲孔， 所 述的竖直盲孔与所述的水平盲孔垂直相交，所述的驱动机构包括有一个 滚球或一个驱动活塞、 或者是一个滚球和一个驱动活塞的组合， 所述的 制动机构包括有一个制动柱塞， 所述的滚球或驱动活塞、 或者滚球和驱 动活塞的组合设置在水平盲孔内， 所述的制动柱塞设置在竖直盲孔内， 制动箱体内设置有流体通道， 所述的流体通道与水平盲孔的入口连通， 滚球或驱动活塞的外径、或者滚球和驱动活塞的组合的外径与水平盲孔 的内径相配合，制动柱塞在竖直盲孔内具有一个上极限位置和一个下极 限位置，制动柱塞在上极限位置时，制动柱塞的顶端进入到水平盲孔内， 制动柱塞在下极限位置时， 制动柱塞的顶端脱离水平盲孔。
2. 如权利要求 1所述的一种固链式发动机制动装置， 其特征在于： 所述的 驱动机构中包括有一个回位弹簧，所述的回位弹簧的一端作用在所述的 制动箱体上， 回位弹簧的另一端作用在所述的驱动活塞、 或者滚球和驱 动活塞的组合上。
3. 如权利要求 2所述的一种固链式发动机制动装置， 其特征在于： 所述的 驱动机构中包括有一个回位活塞，所述的回位活塞设置在所述的水平盲 孔内， 回位活塞由所述的回位弹簧压靠在所述的滚球上。
4. 如权利要求 3所述的一种固链式发动机制动装置， 其特征在于： 所述的 回位活塞上设置有减压与泄流孔，所述的减压与泄流孔将水平盲孔内腔 与制动箱体外侧空间连通。
5. 如权利要求 1所述的一种固链式发动机制动装置， 其特征在于： 所述的 驱动机构中包括有两个回位弹簧，所述的两个回位弹簧均设置在水平盲' 孔内， 两个回位弹簧分别位于所述的滚球的两侧。
6. 如权利要求 1所述的一种固链式发动机制动装置， 其特征在于： 所述的 竖直盲孔内设置有一个制动弹簧，所述的制动弹簧设置在制动柱塞的下 端与制动箱体之间。
7. 如权利要求 1所述的一种固链式发动机制动装置， 其特征在于: 所述的 制动柱塞与所述的竖直盲孔之间设置有止位机构。
8. 如权利要求 1所述的一种固链式发动机制动装置， 其特征在于： 所述的 制动柱塞的上端设置有制动过渡面和制动受力面，所述的制动过渡面和 制动受力面为包括台阶面和斜面在内的平面、 或圆锥面、 或圆弧面、 或 圆柱面、 或球面、 或由上述两种或两种以上曲面形成而得到的组合面。
9. 如权利要求 1所述的一种固链式发动机制动装置， 其特征在于： 所述的 驱动活塞的一端设置有制动驱动面，所述的制动驱动面为包括斜面在内 的平面、 或圆锥面、 或圆弧面、 或圆柱面、 或球面、 或由上述两种或两 种以上曲面形成而得到的组合面。
10. 如权利要求 1所述的一种固链式发动机制动装置， 其特征在于： 所 述的制动箱体至少包括下述部件中的一种：
1) 顶置式专用制动箱，
2) 专用制动摇臂，
3) 发动机的排气摇臂， 及
4) 发动机的阀桥。
PCT/CN2011/000768 2010-05-27 2011-05-03 一种固链式发动机制动装置 Ceased WO2011147190A1 (zh)

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