CN203201667U - Speed limiting mechanism - Google Patents
Speed limiting mechanism Download PDFInfo
- Publication number
- CN203201667U CN203201667U CN 201320231125 CN201320231125U CN203201667U CN 203201667 U CN203201667 U CN 203201667U CN 201320231125 CN201320231125 CN 201320231125 CN 201320231125 U CN201320231125 U CN 201320231125U CN 203201667 U CN203201667 U CN 203201667U
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- CN
- China
- Prior art keywords
- throttle valve
- speed
- suction tude
- actuator
- engine
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- 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.)
- Expired - Fee Related
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- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
The utility model relates to a speed limiting mechanism which comprises an air inlet structure, an actuator, an engine rotation speed sensor, a throttle valve opening degree sensor and a control unit. The air inlet structure comprises an air inlet pipe, a first throttle valve and a second throttle valve. The first throttle valve and the second throttle valve are contained inside the air inlet pipe, a through hole is formed in a valve block of the second throttle valve, and the through hole is connected with the actuator. When the rotation speed of an engine is higher than the preset rotation speed, and the opening degree of the throttle valves is larger than the preset opening degree, the control unit will control the actuator so as to control the second throttle valve to be closed, therefore, air can only pass through the through hole formed in the valve block of the second throttle valve, the highest speed which a locomotive vehicle can reach is controlled, and the purpose of limiting the speed under the condition that an existing structure is slightly changed can be realized.
Description
Technical field
The utility model refers to a kind of speed limiting mechanism that is applicable to float tolerance locomotive especially about a kind of speed limiting mechanism.
Background technique
In the engine design of general locomotive, cooperatively interacting between the design of its air inlet pipeline and engine is very important, for example, engine is at a slow speed or when claiming the slow-speed of revolution, the sectional area of the air inlet pipeline that it is required is less, length is longer, so can be conducive to improve the gas flow rate in the air inlet pipeline, and therefore strengthen effect of inertia and pulsation effect, and then promote intake efficiency, increase engine torque.Otherwise engine is in fast or when claiming high rotating speed, the sectional area of the air inlet pipeline that it is required is big, length is shorter, so can reduce flow resistance, thereby be conducive to the lifting of intake efficiency, and then improve combustion process, promotes horsepower.
Yet for the regulation in response to international vehicle environmental protection rules, for example as European Union etc., the prestissimo of motor vehicle can not be higher than 45 kilometers of speed per hours, have float tolerance locomotive at present now for changing more by a small margin under the existing structure for this reason, reach required speed limit, the normal speed limit mode of using has two kinds usually, first, as shown in Figure 1, for device one stop circle 91 in continuous transmission system 9, in order to limit continuous transmission system moving range, and then restriction car speed, yet use this kind mode, the stop circle causes the wearing and tearing of stop circle easily because of long-time the use, and reduces the speed limit function.
Second for utilizing the control ignition angle force to allow extremely acute decline of engine power, to reach the speed limit purpose.As shown in Figure 2, solid line is former high speed ignition angular curve, also is similar to dynamic curve, and dotted line partly then moves back angular curve for the high speed ignition angle, namely sees through to change ignition angle and then change the power size, and then reaches the purpose of speed limit.Yet use this kind mode, make igniting too postpone because changing ignition angle, make the engine exhaust temperature hurriedly rise easily, travel down for a long time, the easy Yin Gaowen of structure in the outlet pipe and chapping, and the noble metal on the catalyst is easily because high temperature and sintering, even melt and ruin.
The model utility content
The utility model provides a kind of speed limiting mechanism, can solve the easy Yin Gaowen of structure in the outlet pipe in the prior art and chap and catalyst on noble metal easily because high temperature and sintering even melt the problem of ruining.
Speed limiting mechanism of the present utility model comprises: an air intake structure, an actuator, an engine speed perceptron, a throttle valve opening perceptron and a control unit.Air intake structure is to be mounted between the firing chamber and an air-strainer of a locomotive engine, includes a suction tude, a first throttle valve, reaches one second throttle valve, and first throttle valve and second throttle valve are located in the suction tude.The first throttle valve defines suction tude respectively one preceding suction tude, reaches a back suction tude, preceding suction tude is communicated with air-strainer, back suction tude is communicated with the firing chamber of locomotive engine, again, offer a through hole on one valve block of second throttle valve, and second throttle valve is the one that is mounted on preceding suction tude, reaches the back suction tude.
Actuator is connected with second throttle valve; The engine speed perceptron is in order to detect an engine speed; The throttle valve opening perceptron is connected with the first throttle valve, in order to detect the throttle valve opening of first throttle valve; Control unit is electrically connected with actuator, engine speed perceptron and throttle valve opening perceptron, and the start of control actuator.
Usually by the control accelerator open degree, namely control the throttle valve body angle of swing, and the gas after the filtration of control air-strainer imports the air mass flow in the engine when user rides locomotive, control the speed that drives of locomotive.In the utility model, when engine speed greater than a desired speed and throttle valve opening during greater than a predetermined aperture, control unit can be controlled actuator, and then control second throttle valve and close, the through hole that makes air offer on only can the valve block by second throttle valve passes through, with the flow through air mass flow of first throttle valve of restriction, make the air mass flow that imports in the engine be restricted, and then the control locomotive maximum speed that can arrive, so can change more by a small margin under the existing structure, reach the purpose of required speed limit.
The area of the through hole of offering on the valve block of above-mentioned second throttle valve is about 10～15% of valve block area, with under the situation of first throttle valve standard-sized sheet, the air mass flow of restricted passage suction tude to the engine, reach the purpose of speed limit, certainly, the area of the through hole of offering on the valve block also can be in response to Maximum speed limit required, changes the area of through hole, in addition, be used for controlling the actuator that second throttle valve opens or cut out and can be d.c. motor.
Above-mentionedly be used for controlling the desired speed that second throttle valve cuts out and be set at 9000 rev/mins, predetermined aperture then can be set at 80%, if during less than predetermined aperture, control unit is then controlled actuator to engine speed, and then controls second throttle valve and open less than desired speed or throttle valve opening.
Description of drawings
Fig. 1 is existing exploded view with continuous transmission system of Sealing shield ring.
Fig. 2 is the plotted curve of existing three-dimensional ignition angle.
Fig. 3 is the schematic representation that the utility model first preferred embodiment second throttle valve is opened.
Fig. 4 is the schematic representation that the utility model first preferred embodiment second throttle valve cuts out.
Fig. 5 is that the utility model second preferable enforcement second throttle valve cuts out the schematic representation that is mounted on the back suction tude.
[primary clustering symbol description]
1 engine, 11 firing chambers
2 air-strainer, 3 suction tude
Suction tude 32 back suction tude before 31
4 actuators, 5 control units
51 engine speed perceptrons, 52 throttle valve opening perceptrons
6 first throttle valves, 7 second throttle valve
71 valve blocks, 72 through holes
9 continuous transmission system 91 Zhi File circles
Embodiment
Understand and realization the utility model for the ease of persons skilled in the art, now describe embodiment of the present utility model by reference to the accompanying drawings.
See also Fig. 3, Fig. 3 is the schematic representation that the utility model first preferred embodiment second throttle valve is opened.The present embodiment speed limiting mechanism includes: an air intake structure, an actuator 4, an engine speed perceptron 51, a throttle valve opening perceptron 52 and a control unit 5.Wherein, air intake structure is to be mounted between the firing chamber 11 and an air-strainer 2 of a locomotive engine 1, comprise a suction tude 3, a first throttle valve 6, reach one second throttle valve 7, first throttle valve 6 is located in the suction tude 3, and be connected with throttle valve opening perceptron 52, and first throttle valve 6 defines suction tude 3 respectively a preceding suction tude 31, reaches a back suction tude 32, and preceding suction tude 31 is communicated with air-strainer 2, and back suction tude 32 is communicated with the firing chamber 11 of locomotive engine 1.Second throttle valve 7 also is located in the preceding suction tude 31 of suction tude 3, and be connected with actuator 4, and the valve block 71 at second throttle valve 7 offers a through hole 72, in the present embodiment, be the maximum speed that engagement limits can reach, the area of through hole 72 is about 10～15% of valve block 71 areas.
The user passes through the control accelerator open degree usually when riding locomotive, namely control the throttle valve opening of first throttle valve 6, use gas after control air-strainer 2 filters and import air mass flow in the engine 1, and the controller vehicle speed, as shown in Figure 3, when first throttle valve 6 not during standard-sized sheet, control unit 5 receive engine speeds less than desired speed or throttle valve opening less than predetermined aperture, then control unit 5 can be controlled actuator 4, and then control second throttle valve 7 and open, gas after this moment, air-strainer 2 filtered, the angle that can open with first throttle valve 6 still is by required air mass flow.
Then see also Fig. 4, the schematic representation that Fig. 4 closes for present embodiment second throttle valve.When first throttle valve 6 standard-sized sheets, control unit 5 receive simultaneously engine speed greater than desired speed and throttle valve opening greater than predetermined aperture, at this moment, control unit 5 can be controlled actuator 4, and then control second throttle valve 7 and close, gas after then air-strainer 2 filters, the through hole of offering on only can the valve block 71 by second throttle valve 7 72 passes through, even first throttle valve 6 standard-sized sheets, the also gas flow of controllable flow to the firing chamber 11 of locomotive engine 1, and then control the maximum speed that locomotive can arrive, and so can change more by a small margin under the existing structure, reach the purpose of required speed limit.
Come, see also Fig. 5, Fig. 5 closes the schematic representation that is mounted on the back suction tude for the utility model second preferable enforcement second throttle valve.Present embodiment and the first preferred embodiment difference, only be the position that second throttle valve 7 is set, suction tude 31 before first throttle valve 6 also defines suction tude 3 respectively one in the present embodiment, and suction tude 32 after, second throttle valve 7 then is to be arranged in the back suction tude 32 of suction tude 3, when first throttle valve 6 standard-sized sheets, control unit 5 receive simultaneously engine speed greater than desired speed and throttle valve opening greater than predetermined aperture, at this moment, control unit 5 can be controlled actuator 4, and then control second throttle valve 7 and close, gas after then air-strainer 2 filters, even first throttle valve 6 standard-sized sheets, the through hole of offering on also only can the valve block 71 by second throttle valve 7 72 passes through, the gas flow of same controllable flow to the firing chamber 11 of locomotive engine 1, and then control the maximum speed that locomotive can arrive, and so can change more by a small margin under the existing structure, reach the purpose of required speed limit.
Though described the utility model by embodiment, but those of ordinary skills know, under the situation that does not break away from spirit of the present utility model and essence, just can make the utility model that many distortion and variation are arranged, scope of the present utility model is limited to the appended claims.
Claims (6)
1. speed limiting mechanism comprises:
One air intake structure, be mounted between the firing chamber and an air-strainer of a locomotive engine, comprise a suction tude, one first throttle valve, and one second throttle valve, this first throttle valve and this second throttle valve are located in this suction tude, suction tude before this first throttle valve defines one respectively with this suction tude, and suction tude after, should preceding suction tude be communicated with this air-strainer, this back suction tude is communicated with this firing chamber of this locomotive engine, offer a through hole on one valve block of this second throttle valve, and this second throttle valve is mounted on this preceding suction tude, and the one of this back suction tude;
One actuator, it is connected with this second throttle valve;
One engine speed perceptron is in order to detect an engine speed;
One throttle valve opening perceptron is connected with this first throttle valve, in order to detect the throttle valve opening of this first throttle valve; And
One control unit, it is electrically connected with this actuator, this engine speed perceptron and this throttle valve opening perceptron, and controls this actuator start;
It is characterized in that, when this engine speed greater than a desired speed and this throttle valve opening during greater than a predetermined aperture, this control unit is controlled this actuator, and then controls this second throttle valve and close.
2. speed limiting mechanism as claimed in claim 1 is characterized in that, the area of this through hole is about 10～15% of this valve block area.
3. speed limiting mechanism as claimed in claim 1 is characterized in that, this actuator is d.c. motor, to control the action that this second throttle valve opens or cuts out.
4. speed limiting mechanism as claimed in claim 1 is characterized in that, this desired speed is 9000 rev/mins.
5. speed limiting mechanism as claimed in claim 1 is characterized in that, this predetermined aperture is 80%.
6. speed limiting mechanism as claimed in claim 1 is characterized in that, when this engine speed less than this desired speed or this throttle valve opening during less than this predetermined aperture, this control unit is controlled this actuator, and then controls this second throttle valve and open.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201320231125 CN203201667U (en) | 2013-05-02 | 2013-05-02 | Speed limiting mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201320231125 CN203201667U (en) | 2013-05-02 | 2013-05-02 | Speed limiting mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203201667U true CN203201667U (en) | 2013-09-18 |
Family
ID=49145781
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201320231125 Expired - Fee Related CN203201667U (en) | 2013-05-02 | 2013-05-02 | Speed limiting mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203201667U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110614948A (en) * | 2018-06-18 | 2019-12-27 | 现代自动车株式会社 | Virtual engine sound system for vehicle |
-
2013
- 2013-05-02 CN CN 201320231125 patent/CN203201667U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110614948A (en) * | 2018-06-18 | 2019-12-27 | 现代自动车株式会社 | Virtual engine sound system for vehicle |
| CN110614948B (en) * | 2018-06-18 | 2023-07-25 | 现代自动车株式会社 | Virtual engine sound system for vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20130918 Termination date: 20180502 |