TWI451031B - Engine decompression mechanism - Google Patents
Engine decompression mechanism Download PDFInfo
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- TWI451031B TWI451031B TW099115121A TW99115121A TWI451031B TW I451031 B TWI451031 B TW I451031B TW 099115121 A TW099115121 A TW 099115121A TW 99115121 A TW99115121 A TW 99115121A TW I451031 B TWI451031 B TW I451031B
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Description
本發明係關於一種引擎減壓機構，尤指一種利用齒輪齒條運動原理致動之引擎減壓機構。The present invention relates to an engine pressure reducing mechanism, and more particularly to an engine pressure reducing mechanism that is actuated by the principle of gear rack motion.
當引擎熄火時，由於曲軸受旋轉運動的慣性作用，使得引擎會繼續旋轉若干轉數，在此過程之中有許多阻抗會導致旋轉逐漸緩慢下來，最後停止。其中最大的阻抗是壓縮行程的壓縮壓力，因此常使引擎受該壓縮壓力之作用而導致正常旋轉停止後反轉，然後停下來。When the engine is turned off, the engine will continue to rotate a number of revolutions due to the inertia of the rotating motion of the crankshaft. During this process, there are many impedances that cause the rotation to gradually slow down and finally stop. The largest impedance is the compression pressure of the compression stroke, so the engine is often subjected to the compression pressure to cause the normal rotation to stop and then reverse, and then stop.
當內燃機要重新啟動時，汽缸內之活塞係向燃燒室移動，此時，因進氣閥門連桿之進氣閥與排氣閥門連桿之排氣閥係皆處於關閉狀態，故活塞於移動時，必須克服燃燒室內受擠壓的氣體壓力以完成剩餘部分的移動。亦即，不論是以電動馬達啟動或是人工施力啟動，皆必須提供足以克服前述燃燒室內之氣體壓力，否則若是以電動馬達啟動而言，則電動馬達必須設計成馬力較大而無法小型化；又若是以人工施力啟動，例如在需踩踏以發動機車引擎之場合，則會導致踩踏不易而增加使用者之負擔。When the internal combustion engine is to be restarted, the piston in the cylinder moves toward the combustion chamber. At this time, since the intake valve of the intake valve connecting rod and the exhaust valve of the exhaust valve connecting rod are both closed, the piston moves. At this time, the pressure of the compressed gas in the combustion chamber must be overcome to complete the movement of the remaining portion. That is to say, whether it is started by electric motor or manually applied, it must provide sufficient gas pressure to overcome the pressure in the combustion chamber. Otherwise, if the electric motor is started, the electric motor must be designed to have large horsepower and cannot be miniaturized. If it is started by manual force, for example, when it is necessary to step on the engine of the engine car, it will cause the pedaling to be difficult and increase the burden on the user.
為了針對上述壓力問題，目前某些內燃機會裝設所謂之減壓裝置，其係可減少內燃機於啟動之壓力，以避免上述問題之產生。In order to address the above pressure problems, some internal combustion engines are currently equipped with so-called pressure reducing devices, which can reduce the pressure of the internal combustion engine at the start to avoid the above problems.
眾所周知，為了降低上述壓縮壓力問題，某些引擎會裝設離合式減壓裝置，藉由凸輪軸轉動時離心配重塊所產生的離心力大小以在特定轉速內時控制減壓裝置為有減壓作用，而在此特定轉速以上則失去減壓效果。As is known, in order to reduce the above-mentioned compression pressure problem, some engines are equipped with a clutch type decompression device, and the centrifugal force generated by the centrifugal weight when the cam shaft rotates is controlled to have a decompression device at a specific rotation speed. The effect, while above this specific speed, loses the decompression effect.
習知之減壓裝置大多是以多連桿設計者，例如有習知技術是採用連桿機構來驅動減壓凸輪以達到引擎減壓目的。上述習知之減壓裝置可見於日本公開特許公報特開2006-144627號所揭露之減壓裝置，該減壓裝置機構複雜、傳動支點過多故而定位性不佳，且因設置於凸輪軸末端，需使用較長之軸構件，不利於整體尺寸小型化。Conventional pressure reducing devices are mostly multi-link designers. For example, it is a conventional technique to use a link mechanism to drive a pressure reducing cam to achieve engine decompression. The above-mentioned conventional pressure reducing device can be found in the pressure reducing device disclosed in Japanese Laid-Open Patent Publication No. 2006-144627, which has a complicated mechanism, a large number of transmission fulcrums, and poor positioning, and is required to be disposed at the end of the cam shaft. The use of a longer shaft member is not conducive to miniaturization of the overall size.
本發明之引擎減壓機構包括一凸輪軸、一本體、一離心配重塊、一彈性件、以及一減壓桿。上述凸輪軸固設有一閥動凸輪，本體是固設於凸輪軸。The engine pressure reducing mechanism of the present invention comprises a cam shaft, a body, a centrifugal weight, an elastic member, and a pressure reducing rod. The camshaft is fixed with a valve moving cam, and the body is fixed to the camshaft.
上述離心配重塊滑設於本體，包括有一第一齒部。彈性件一端抵頂於離心配重塊而沿平行於離心配重塊滑動之方向施予一預力。The centrifugal weight is slidably disposed on the body and includes a first tooth portion. One end of the elastic member abuts against the centrifugal weight to impart a preload in a direction parallel to the sliding of the centrifugal weight.
上述減壓桿包括有一凸輪部、及一第二齒部，其中第二齒部嚙合於第一齒部，且凸輪部伴隨離心配重塊之滑動而轉動，以選擇式發揮減壓功能。The pressure reducing rod includes a cam portion and a second tooth portion. The second tooth portion is engaged with the first tooth portion, and the cam portion rotates along with the sliding of the centrifugal weight, and the pressure reducing function is selectively performed.
藉由上述機構設計，減壓機構之離心配重塊除了以新穎而有別於習知轉動之方式驅動減壓桿，即滑動運動，齒輪傳動機構之運用亦較習知連桿傳動機構具有設計簡單之優點，同時可藉由齒輪傳動機構的尺寸配置關係達成離心配重塊移動小距離即能使減壓桿轉動所需要的角度，輕易達成縮小機構整體尺寸及裝置空間的目的。此外，利用本發明更可實現更少零件數、組件配置不受限之目的。According to the above mechanism design, the centrifugal weight of the pressure reducing mechanism drives the pressure reducing rod, that is, the sliding motion, in a novel and different manner, and the gear transmission mechanism is also designed according to the conventional linkage mechanism. The advantage of simplicity is that, by the size arrangement relationship of the gear transmission mechanism, the angle required for the centrifugal weight to move a small distance can be used to rotate the pressure reducing rod, and the overall size and device space of the mechanism can be easily achieved. In addition, with the present invention, it is possible to achieve a smaller number of parts and an unrestricted component configuration.
上述本體可軸向貫設有一穿孔，減壓桿穿過穿孔以避免任意移位。上述彈性件可為一彈簧。本體可軸向突伸有一容置座以收容彈性件。上述容置座可具有一L型側壁，且離心配重塊可更包括有一滑動部係抵靠滑行於L型側壁。The body can be axially disposed with a perforation, and the pressure reducing rod passes through the perforation to avoid any displacement. The elastic member may be a spring. The body can axially protrude with a receiving seat to receive the elastic member. The accommodating seat may have an L-shaped side wall, and the centrifugal weight may further include a sliding portion that abuts against the L-shaped side wall.
上述凸輪軸可於末端包括有一驅動輪，凸輪軸上可更包括有一第一軸承係介於驅動輪與本體之間。凸輪軸上可更包括有一第二軸承係位於與驅動輪相反之另一末端。The cam shaft may include a driving wheel at the end, and the cam shaft may further include a first bearing between the driving wheel and the body. The camshaft may further include a second bearing system at the other end opposite the drive wheel.
引擎減壓機構可更包括有一蓋板係與本體共同軸向拘束離心配重塊。The engine pressure reducing mechanism may further include a cover system and the body axially restraining the centrifugal weight.
參考圖1~3，分別為一實施例之機車引擎剖視圖、減壓機構分解圖、及減壓機構剖視圖。圖1示出一機車之引擎結構，機車引擎主要包括依序連結之一汽缸頭11、一汽缸體12、及一曲軸箱13。一汽缸頭上蓋14結合於汽缸頭11頂部，一汽缸頭側蓋15結合於汽缸頭11側旁。一減壓機構(包含凸輪軸21)設置於汽缸頭11內部，一活塞連桿組16設置於汽缸體12內部，一曲柄機構17設置於曲軸箱13內部，曲柄機構17並連結於一傳動機構18以將旋轉動力傳遞出去。1 to 3, respectively, a cross-sectional view of a locomotive engine, an exploded view of a pressure reducing mechanism, and a cross-sectional view of a pressure reducing mechanism of an embodiment. 1 shows an engine structure of a locomotive. The locomotive engine mainly includes a cylinder head 11, a cylinder block 12, and a crankcase 13 in sequence. A cylinder head upper cover 14 is coupled to the top of the cylinder head 11, and a cylinder head side cover 15 is coupled to the cylinder head 11 side. A decompression mechanism (including the camshaft 21) is disposed inside the cylinder head 11, a piston rod set 16 is disposed inside the cylinder block 12, a crank mechanism 17 is disposed inside the crankcase 13, and the crank mechanism 17 is coupled to a transmission mechanism. 18 to transmit the rotational power.
減壓機構除上述凸輪軸21外，更包括有一本體24、一離心配重塊25、一彈性件26、一減壓桿27、以及一蓋板28。凸輪軸21上一體地形成有二閥動凸輪22,23，負責頂推對應之搖臂32,33，進而使排氣閥門與進氣閥門(圖未示)產生位移。凸輪軸21於末端固設有一驅動輪31，透過一傳動件34如鍊條接收來自曲柄機構17之動力，令凸輪軸21同步轉動。The pressure reducing mechanism further includes a body 24, a centrifugal weight 25, an elastic member 26, a pressure reducing rod 27, and a cover plate 28 in addition to the cam shaft 21. The camshaft 21 is integrally formed with two valve cams 22, 23 for pushing the corresponding rocker arms 32, 33, thereby displacing the exhaust valve and the intake valve (not shown). The cam shaft 21 is fixed at the end with a driving wheel 31, and receives power from the crank mechanism 17 through a transmission member 34 such as a chain, so that the cam shaft 21 rotates synchronously.
本體24於約略中央位置挖設有一固定孔245，本體24即是以固定孔245套固於凸輪軸21。此外，本體24還包括有一軸向凸起之容置座241、一平直之第一抵靠部244、及一穿孔246，其中容置座241塑形成具有凹槽242之結構以收容前述彈性件26，容置座241並具有一L型側壁作為一第二抵靠部243。本例中彈性件26係一彈簧。The body 24 is provided with a fixing hole 245 at a substantially central position, and the body 24 is sleeved on the cam shaft 21 by a fixing hole 245. In addition, the body 24 further includes an axially convex receiving seat 241, a straight first abutting portion 244, and a through hole 246, wherein the receiving seat 241 is molded to have a structure of the recess 242 to accommodate the aforementioned elasticity. The member 26 has a receiving seat 241 and has an L-shaped side wall as a second abutting portion 243. In this example, the elastic member 26 is a spring.
離心配重塊25包括有一第一齒部251、一第一滑動部252、及一L型第二滑動部253，其中第一滑動部252可對應抵靠滑行於本體24之第一抵靠部244，第二滑動部253可對應抵靠滑行於本體24之第二抵靠部243。第二滑動部253上更形成有一受力端254係延伸入凹槽242而與彈性件26一端相接，彈性件26另一端則抵頂於本體24。The centrifugal weight 25 includes a first tooth portion 251, a first sliding portion 252, and an L-shaped second sliding portion 253, wherein the first sliding portion 252 can correspondingly abut against the first abutting portion of the body 24. 244. The second sliding portion 253 can correspondingly abut against the second abutting portion 243 of the body 24. The second sliding portion 253 is further formed with a receiving end 254 extending into the recess 242 to be in contact with one end of the elastic member 26, and the other end of the elastic member 26 is abutted against the body 24.
減壓桿27前端呈圓柱狀且環周設有一第二齒部272與離心配重塊25之第一齒部251相嚙合，其後端則塑形成一凸輪部271，例如一半月形截面結構。減壓桿27並以凸輪部271穿過本體24之穿孔246。透過相嚙合之二齒部251,272，減壓桿27可受離心配重塊25驅動。The front end of the pressure reducing rod 27 has a cylindrical shape and a second tooth portion 272 is engaged with the first tooth portion 251 of the centrifugal weight block 25 at the circumference thereof, and a cam portion 271 is formed at the rear end thereof, for example, a half moon-shaped cross-section structure. . The pressure reducing lever 27 passes through the through hole 246 of the body 24 with the cam portion 271. The pressure reducing lever 27 is driven by the centrifugal weight 25 through the meshing teeth 251, 272.
蓋板28組設於離心配重塊25旁，與本體24一起將離心配重塊25夾於中間，具有防止離心配重塊25及彈性件26軸向脫離之功能。The cover plate 28 is disposed beside the centrifugal weights 25, and sandwiches the centrifugal weights 25 together with the body 24, and has a function of preventing the centrifugal weights 25 and the elastic members 26 from being axially disengaged.
此外，於蓋板28旁再組設有一第一軸承29，於最外側之閥動凸輪23旁組設有一第二軸承30，第二軸承30與驅動輪31分別位於凸輪軸相反之兩末端。In addition, a first bearing 29 is further disposed beside the cover plate 28, and a second bearing 30 is disposed beside the outermost valve cam 23, and the second bearing 30 and the driving wheel 31 are respectively located at opposite ends of the cam shaft.
參考圖4與圖5。當機車引擎低於特定轉速或停止運轉時，離心配重塊25因彈性件26之施力而致受力端254朝凹槽242外部移動。此時藉由相嚙合之二齒部251,272，減壓桿27樞轉至一第一位置，亦即凸輪部271高於閥動凸輪22基圓之狀態，如圖中標示之高度差H，因此可將搖臂32上頂，發揮引擎減壓作用。另一方面，經適當形體設計可使離心配重塊25於此階段卡抵於本體24，不須擔心徑向脫出之情形。圖中箭頭所示為離心配重塊25之移動方向。Refer to Figures 4 and 5. When the locomotive engine is below a certain rotational speed or is stopped, the centrifugal weight 25 is moved toward the outside of the recess 242 by the biasing force of the elastic member 26. At this time, by the meshing two tooth portions 251, 272, the pressure reducing lever 27 is pivoted to a first position, that is, the cam portion 271 is higher than the base circle of the valve moving cam 22, as indicated by the height difference H in the figure, The rocker arm 32 can be topped to exert an engine decompression action. On the other hand, the appropriate weight design allows the centrifugal weights 25 to be snapped against the body 24 at this stage without worrying about radial outflow. The arrows in the figure show the direction of movement of the centrifugal weights 25.
參考圖6與圖7。當機車引擎運轉至一特定轉速以上時，離心配重塊25所受離心力使其足以抵抗彈性件26之施力而致受力端254朝凹槽242內部移動。此時藉由相嚙合之二齒部251,272，減壓桿27樞轉至一第二位置，亦即凸輪部271低於閥動凸輪22基圓之狀態，並未將搖臂32上頂，無引擎減壓作用。同樣地，離心配重塊25於此階段亦設計為卡抵於本體24而不會徑向脫出。圖中箭頭所示為離心配重塊25之移動方向。Refer to Figures 6 and 7. When the locomotive engine is operated above a certain rotational speed, the centrifugal weight 25 is subjected to centrifugal force sufficient to resist the urging force of the elastic member 26 to cause the force receiving end 254 to move toward the inside of the recess 242. At this time, by the meshing two tooth portions 251, 272, the pressure reducing lever 27 is pivoted to a second position, that is, the cam portion 271 is lower than the base circle of the valve moving cam 22, and the rocker arm 32 is not topped. Engine decompression. Similarly, the centrifugal weights 25 are also designed to be snapped against the body 24 at this stage without radial detachment. The arrows in the figure show the direction of movement of the centrifugal weights 25.
由上述可知，本發明之機構設計使得離心配重塊以其滑動部抵靠滑行於本體之抵靠部，進而透過齒輪齒條運動之原理控制減壓桿轉動，以選擇式發揮引擎減壓作用。It can be seen from the above that the mechanism of the present invention is designed such that the centrifugal weighting block controls the decompression rod to rotate by sliding the sliding portion against the abutting portion of the body, and then moving through the rack and pinion movement to selectively decompress the engine. .
本發明之優點在於可縮短軸件所需長度，有效縮小機構整體尺寸，並且所用零件較習知少、也因此組裝步驟減少。The invention has the advantages that the required length of the shaft member can be shortened, the overall size of the mechanism can be effectively reduced, and the parts used are less conventional, and thus the assembly steps are reduced.
上述實施例僅係為了方便說明而舉例而已，本發明所主張之權利範圍自應以申請專利範圍所述為準，而非僅限於上述實施例。The above-mentioned embodiments are merely examples for convenience of description, and the scope of the claims is intended to be limited to the above embodiments.
11．．．汽缸頭11. . . Cylinder head
12．．．汽缸體12. . . Cylinder block
13．．．曲軸箱13. . . Crankcase
14．．．汽缸頭上蓋14. . . Cylinder head cover
15．．．汽缸頭側蓋15. . . Cylinder head side cover
16．．．活塞連桿組16. . . Piston connecting rod set
17．．．曲柄機構17. . . Crank mechanism
18．．．傳動機構18. . . Transmission mechanism
21．．．凸輪軸twenty one. . . Camshaft
22,23．．．閥動凸輪22,23. . . Valve cam
24．．．本體twenty four. . . Ontology
241．．．容置座241. . . Housing
242．．．凹槽242. . . Groove
243．．．第二抵靠部243. . . Second abutment
244．．．第一抵靠部244. . . First abutment
245．．．固定孔245. . . Fixed hole
246．．．穿孔246. . . perforation
25．．．離心配重塊25. . . Centrifugal weight
251‧‧‧第一齒部251‧‧‧First tooth
252‧‧‧第一滑動部252‧‧‧First sliding part
253‧‧‧第二滑動部253‧‧‧Second sliding part
254‧‧‧受力端254‧‧‧ Forced end
26‧‧‧彈性件26‧‧‧Flexible parts
27‧‧‧減壓桿27‧‧‧Relief rod
271‧‧‧凸輪部271‧‧‧Cam Department
272‧‧‧第二齒部272‧‧‧second tooth
28‧‧‧蓋板28‧‧‧ Cover
29‧‧‧第一軸承29‧‧‧First bearing
30‧‧‧第二軸承30‧‧‧second bearing
31‧‧‧驅動輪31‧‧‧Drive wheel
32,33‧‧‧搖臂32,33‧‧‧ rocker arm
34‧‧‧傳動件34‧‧‧ Transmission parts
圖1係本發明一較佳實施例之機車引擎剖視圖。1 is a cross-sectional view of a locomotive engine in accordance with a preferred embodiment of the present invention.
圖2係本發明一較佳實施例之減壓機構分解圖。2 is an exploded view of a pressure reducing mechanism in accordance with a preferred embodiment of the present invention.
圖3係本發明一較佳實施例之減壓機構剖視圖。Figure 3 is a cross-sectional view of a pressure reducing mechanism in accordance with a preferred embodiment of the present invention.
圖4係引擎減壓作用下減壓機構前視圖。Figure 4 is a front view of the decompression mechanism under decompression of the engine.
圖5係引擎減壓作用下減壓機構後視圖。Figure 5 is a rear view of the pressure reducing mechanism under decompression of the engine.
圖6係引擎無減壓作用下減壓機構前視圖。Figure 6 is a front view of the decompression mechanism of the engine without decompression.
圖7係引擎無減壓作用下減壓機構後視圖。Figure 7 is a rear view of the decompression mechanism of the engine without decompression.
21．．．凸輪軸twenty one. . . Camshaft
22,23．．．閥動凸輪22,23. . . Valve cam
24．．．本體twenty four. . . Ontology
241．．．容置座241. . . Housing
242．．．凹槽242. . . Groove
243．．．第二抵靠部243. . . Second abutment
244．．．第一抵靠部244. . . First abutment
245．．．固定孔245. . . Fixed hole
246．．．穿孔246. . . perforation
25．．．離心配重塊25. . . Centrifugal weight
251．．．第一齒部251. . . First tooth
252．．．第一滑動部252. . . First sliding portion
253．．．第二滑動部253. . . Second sliding portion
254．．．受力端254. . . Force end
26．．．彈性件26. . . Elastic part
27．．．減壓桿27. . . Pressure reducing rod
271．．．凸輪部271. . . Cam section
272．．．第二齒部272. . . Second tooth
28．．．蓋板28. . . Cover
29．．．第一軸承29. . . First bearing
30．．．第二軸承30. . . Second bearing
31．．．驅動輪31. . . Drive wheel
Claims (7)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW099115121A TWI451031B (en) | 2010-05-12 | 2010-05-12 | Engine decompression mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW099115121A TWI451031B (en) | 2010-05-12 | 2010-05-12 | Engine decompression mechanism |
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| TWI451031B true TWI451031B (en) | 2014-09-01 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI613357B (en) * | 2015-04-15 | 2018-02-01 | 三陽工業股份有限公司 | Engine with dual decompression devices |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI575151B (en) * | 2014-01-29 | 2017-03-21 | Kwang Yang Motor Co | Decompression device for internal combustion engine |
| JP2015224580A (en) * | 2014-05-27 | 2015-12-14 | ヤマハ発動機株式会社 | Engine and vehicle |
| JP2015224579A (en) * | 2014-05-27 | 2015-12-14 | ヤマハ発動機株式会社 | Engine and vehicle |
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|---|---|
| TW201139906A (en) | 2011-11-16 |
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