CN203403921U - Engine pressure reduction device - Google Patents
Engine pressure reduction device Download PDFInfo
- Publication number
- CN203403921U CN203403921U CN201320448733.2U CN201320448733U CN203403921U CN 203403921 U CN203403921 U CN 203403921U CN 201320448733 U CN201320448733 U CN 201320448733U CN 203403921 U CN203403921 U CN 203403921U
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- China
- Prior art keywords
- centrifugal
- block
- cam shaft
- rellef
- timing gear
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Abstract
The utility model discloses an engine pressure reduction device provided with a driven timing gear and a cam shaft connected with the driven timing gear into a whole. A cam on the cam shaft is located on one end face of the driven timing gear. A centrifugal block and a pressure reduction cam shaft are arranged on the other end face of the driven timing gear, and the pressure reduction cam shaft is operated by the centrifugal block. The pressure reduction cam shaft penetrates through the pressure reduction cam shaft to the cam, and rotates between the first position and the second position. A rotary shaft is formed at the bottom end of the centrifugal block; the top end of the centrifugal block is connected and combined with the pressure reduction cam shaft. The pressure reduction cam shaft rotates from the first position to the second position due to the centrifugal operation of the centrifugal block. A reset spring enables the centrifugal block to control the pressure reduction cam shaft to move to the first position. The pressure reduction cam shaft is arranged to be in an L shape.
Description
Technical field
The utility model relates to a kind of decompression mechanism in engine, when engine shutdown, can suitably reduce the pressure of firing chamber, thereby can alleviate its load while once walking about on motor.
Background technique
The decompression mechanism in engine of prior art (as shown in Figure 1), the camshaft that has driven timing gear and be connected as a single entity with it, is positioned at an end face of driven timing gear for opening and closing the cam of engine valve on camshaft; In driven timing gear other end, the Rellef cam shaft that is provided with a centrifugal-block and is operated by this centrifugal-block, this Rellef cam shaft runs through driven timing gear to cam, and rotates between primary importance and the second place; In primary importance, on cam reference level, form a small projection, in the second place, small projection is retracted; The bottom of this centrifugal-block is configured to running shaft, and its top engages with Rellef cam shaft, and by the centrifugally operated of centrifugal-block, Rellef cam shaft forwards the second place to from primary importance; Returnning spring is connected to centrifugal-block, and it makes centrifugal-block handle Rellef cam shaft and shifts to primary importance.Its Rellef cam shaft 43 is N shape, has two quarter bends.In actual practical process, because centrifugal-block 26 only forms running shaft in bottom, especially larger in its tip portion axial float distance when it rotates, like this, just likely handle Rellef cam shaft 43 and endwisely slip.When Rellef cam shaft 43 endwisely slips to cam direction, a kind ofly may be: its termination that is positioned at cam one end may contact with cam, there is machined burrs in the surface of contact conventionally contact with cam, this rotation when likely making relief cam be forwarded to the second place or be resetted by primary importance freely lost efficacy its pressure-reducing function; Another kind may be: when Rellef cam shaft 43 endwisely slips to cam direction, thereby can make one of them quarter bend of Rellef cam shaft 43 contact with driven timing gear to affect relief cam forwarded to the second place or reset and its pressure-reducing function was lost efficacy by primary importance.And when Rellef cam shaft 43 is when cam direction endwisely slips dorsad, likely make minute protrusions that Rellef cam shaft 43 forms on cam reference level away from cam reference level, thereby also may make its pressure-reducing function lose efficacy.
Model utility content
For overcoming the technical deficiency of above existence, the utility model provides a kind of follow-on decompression mechanism in engine, can effectively guarantee the stable realization of the pressure-reducing function of this device.
First aspect of the present utility model, the camshaft that this decompression mechanism in engine has driven timing gear and is connected as a single entity with it, is positioned at an end face of driven timing gear for opening and closing the cam of engine valve on this camshaft; In driven timing gear other end, the Rellef cam shaft that is provided with a centrifugal-block and is operated by this centrifugal-block, this Rellef cam shaft runs through driven timing gear to above-mentioned cam, and rotates between primary importance and the second place; In primary importance, on cam reference level, form a small projection, in the second place, small projection is retracted; The bottom of this centrifugal-block is configured to running shaft, and its top engages with Rellef cam shaft, and by the centrifugally operated of centrifugal-block, Rellef cam shaft forwards the second place to from primary importance; One Returnning spring is connected to centrifugal-block, and it makes centrifugal-block handle Rellef cam shaft and shifts to primary importance; Rellef cam shaft is set to L shaped, comprises axis body and the driving lever being connected with this axis body; On centrifugal-block top, be provided with a folding portion, in folding portion, be provided with the allocating slot corresponding with driving lever, by this allocating slot, Rellef cam shaft is limited between first and second position and is rotated.Such technological scheme, is separated with certain distance and the unlikely interference that rotates between making between the quarter bend of L shaped Rellef cam shaft and driven timing gear, thereby avoids the inefficacy of pressure-reducing function.
Second aspect of the present utility model, on the basis of first aspect, is characterized in that, is also provided with a restraining groove on centrifugal-block, and a centrifugal-block position limit pin is connected on driven timing gear by this restraining groove, thereby can limit centrifugal-block axial float.By such design, the axial float of centrifugal-block reduces greatly, can guarantee that the distance of the axial cam direction of relief cam or cam direction slip is dorsad within control range, thereby guarantees the stable formation of pressure-reducing function.
The third aspect of the present utility model, on the basis of second aspect, is characterized in that, restraining groove is arranged in the upper semisection of centrifugal-block.Because close to Rellef cam shaft, can reach the object of stablizing better Rellef cam shaft like this.
Accompanying drawing explanation
Fig. 1 is a side schematic view of prior art decompressor.
Fig. 2 is an embodiment's the structural representation that the motor of the utility model decompressor is housed.
Fig. 3 is a side schematic view of decompressor (amplification) in Fig. 2.
Fig. 4 is the plan view of Fig. 3.
Fig. 5 is the left view of Fig. 3.
Fig. 6 is the generalized section (Rellef cam shaft is positioned at primary importance) along C-C line in Fig. 5.
Fig. 7 is the generalized section (Rellef cam shaft is positioned at the second place) along C-C line in Fig. 5.
Embodiment
Below, with reference to accompanying drawing, to implementing concrete mode of the present utility model, describe.
Fig. 2 is an embodiment's the structural representation that the motor of the utility model decompressor is housed.Four stroke engine E has a crankcase body 4, and the upper end connecting cylinder head 2 of this crankcase body 4, establishes cylinder head cover 3 in the upper end of this cylinder head 2; Be bearing in the bent axle 5 on this crankcase body 4, in the cylinder liner 4a of connecting rod 7 and crankcase body 4, the piston 6 of lifting is connected.On cylinder head 2, be formed with side by side to suction port 8 and the relief opening 9 of the firing chamber 2a opening of cylinder head 2, and intake valve 10 and exhaust valve 11 that this suction port 8 and relief opening 9 are opened and closed are installed, and these intake valves 10 and exhaust valve 11 are subject to respectively the active force of the closing direction that applied by valve spring 12,13.
On cylinder head 2, be provided with the valve actuating gear that drives described intake valve 10 and exhaust valve 11 to open and close, comprise with bent axle 5 and be arranged on abreast the cam pivot pin 21 on cylinder head 2, and by pivot hole 25(referring to Fig. 3) can be rotated to support on the camshaft 20 on this cam pivot pin 21.This camshaft 20 and a driven timing gear 24(are referring to Fig. 3 to Fig. 7) be connected as a single entity, for opening and closing the cam (being intake cam 22 and exhaust cam 23) of engine valve, be positioned at an end face of driven timing gear 24.These driven timing gear 24 are driven by the timing drive sprocket (shown in figure) being fixed on bent axle 5 by chain (not shown), thereby turn round with 1/2 reduction speed ratio drive cam shaft 20.
As shown in Fig. 3 to Fig. 7, on camshaft 20, be provided with decompressor of the present utility model in the other end of the driven timing gear 24 relative with cam 22,23.This device comprises: be arranged on centrifugal-block 26 on this end faces of driven timing gear 24 and by the Rellef cam shaft 43 of these centrifugal-block 26 operations.This Rellef cam shaft 43 is L shaped, and the driving lever 44 being connect thereon by axis body 45 and normal pin forms.The axis body 45 of this Rellef cam shaft 43 runs through driven timing gear 24 to exhaust cam 23.The bottom of this centrifugal-block 26 by centrifugal-block pin 27 rotatably pin joint on driven timing gear 24 and be configured to running shaft, its top is provided with a folding portion 49(referring to Fig. 3, Fig. 4), in folding portion 49, be provided with the allocating slot 47 with the corresponding joint of driving lever 44 of aforementioned Rellef cam shaft 43.On the axis body 45 of Rellef cam shaft 43, its one end of stretching into exhaust cam 23 is provided with a breach 46.Centrifugal-block 26 is connected on the pin 48 being fixed on driven timing gear 24 by a Returnning spring 28.This Rellef cam shaft 43 and centrifugal-block 26 are to arrange like this: the allocating slot 47 on centrifugal-block 26, is set to Rellef cam shaft 43 to be limited in to primary importance A(referring to Fig. 6) and second place B(referring to Fig. 7) between rotation.Before engine start, Rellef cam shaft 43 is in primary importance A, now, the reference level of the axial slices of its breach 46 and exhaust cam 23 is plumbness substantially, Rellef cam shaft 43 forms a small projection (not marking in figure) on the reference level of exhaust cam 23, so that can make exhaust valve rocker arm 32(referring to Fig. 2) it can not contact with the reference level of exhaust cam 23 with cam contact jaw and by the jack-up that makes progress slightly, and drive exhaust valve 11 to be slightly open mode and make chamber pressure and extraneous balance.Now pilot engine, with respect to having, the motor of decompressor is more not light.In engine startup operation, reach after certain rotating speed, centrifugally operated due to centrifugal-block 26, allocating slot 47 on it rotates the driving lever 44 that drives Rellef cam shaft 43 and makes axis body 45 rotations, the axial slices of breach 46 is by the reference level lower than exhaust cam 23, originally the minute protrusions that (Rellef cam shaft 43 is when primary importance A) formed on the reference level of exhaust cam 23 is retracted, Rellef cam shaft 43 will be no longer to exhaust cam 23 generation effects, motor E enters normal working state, now, Rellef cam shaft 43 forwards second place B to by primary importance A.When motor E shuts down; its rotating speed is when reaching design load; the suffered centrifugal force of centrifugal-block 26 reduces gradually; under the effect of Returnning spring 28; centrifugal-block 26 drives Rellef cam shaft 43 to move to primary importance A; on the reference level of exhaust cam 23, form minute protrusions again, for starting next time is prepared.
Further, for the negative effect to Rellef cam shaft 43 of the axial float that solves centrifugal-block 26 in practical application, the utility model is on aforementioned schemes basis, upper semisection at centrifugal-block 26 is provided with a restraining groove 42 with interior (specifically at position, close top), by 42, one centrifugal-block position limit pins 41 of this restraining groove, slidably the upper semisection of centrifugal-block 26 is connected on driven timing gear 24.Within this restraining groove 42 can be controlled at rational scope by the axial float of centrifugal-block 26 and avoid affecting the normal use of Rellef cam shaft 43.
By such improvement, can overcome prior art because Rellef cam shaft is because of stuck or deviate to affect the negative consequence of effect of easing stress, thereby make decompressor operation more stable.
Claims (3)
1. a decompression mechanism in engine, the camshaft that has driven timing gear and be connected as a single entity with it, is positioned at an end face of described driven timing gear for opening and closing the cam of engine valve on this camshaft; In described driven timing gear other end, the Rellef cam shaft that is provided with a centrifugal-block and is operated by this centrifugal-block, this Rellef cam shaft runs through described driven timing gear to above-mentioned cam, and rotates between primary importance and the second place; In primary importance, on described cam reference level, form a small projection, in the second place, described small projection is retracted; The bottom of this centrifugal-block is configured to running shaft, and its top engages with described Rellef cam shaft, and by the centrifugally operated of described centrifugal-block, described Rellef cam shaft forwards the second place to from primary importance; One Returnning spring is connected to described centrifugal-block, and it makes centrifugal-block handle described Rellef cam shaft and shifts to primary importance, it is characterized in that:
Described Rellef cam shaft is set to L shaped, comprises axis body and the driving lever being connected with described axis body; On described centrifugal-block top, be provided with a folding portion, in folding portion, be provided with the allocating slot corresponding with described driving lever, by this allocating slot, described Rellef cam shaft is limited between first and second position and is rotated.
2. decompression mechanism in engine as claimed in claim 1, is characterized in that:
On described centrifugal-block, be also provided with a restraining groove, a centrifugal-block position limit pin is connected on described driven timing gear by this restraining groove, thereby can limit described centrifugal-block axial float.
3. decompression mechanism in engine as claimed in claim 2, is characterized in that:
Described restraining groove is arranged in the upper semisection of described centrifugal-block.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320448733.2U CN203403921U (en) | 2013-07-26 | 2013-07-26 | Engine pressure reduction device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320448733.2U CN203403921U (en) | 2013-07-26 | 2013-07-26 | Engine pressure reduction device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203403921U true CN203403921U (en) | 2014-01-22 |
Family
ID=49939861
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320448733.2U Expired - Lifetime CN203403921U (en) | 2013-07-26 | 2013-07-26 | Engine pressure reduction device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203403921U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104847441A (en) * | 2014-02-19 | 2015-08-19 | 光阳工业股份有限公司 | Decompressor of internal combustion engine |
| TWI656278B (en) * | 2014-08-13 | 2019-04-11 | 日商工進股份有限公司 | Engine pressure reducing device |
| CN110735684A (en) * | 2018-07-18 | 2020-01-31 | 本田技研工业株式会社 | Internal combustion engine |
| CN114135359A (en) * | 2021-11-30 | 2022-03-04 | 江门市大长江集团有限公司 | Engine and pressure reducing cam catch structure |
-
2013
- 2013-07-26 CN CN201320448733.2U patent/CN203403921U/en not_active Expired - Lifetime
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104847441A (en) * | 2014-02-19 | 2015-08-19 | 光阳工业股份有限公司 | Decompressor of internal combustion engine |
| TWI656278B (en) * | 2014-08-13 | 2019-04-11 | 日商工進股份有限公司 | Engine pressure reducing device |
| CN110735684A (en) * | 2018-07-18 | 2020-01-31 | 本田技研工业株式会社 | Internal combustion engine |
| CN114135359A (en) * | 2021-11-30 | 2022-03-04 | 江门市大长江集团有限公司 | Engine and pressure reducing cam catch structure |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C41 | Transfer of patent application or patent right or utility model | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20151112 Address after: 402260 B District, industrial park, Jiangjin District, Chongqing Patentee after: CHONGQING RATO TECHNOLOGY Co.,Ltd. Address before: 402247 Chongqing Jiulongpo District Jiangjin Shuangfu Industrial Park B District Patentee before: CHONGQING RATO POWER Co.,Ltd. |
|
| CX01 | Expiry of patent term | ||
| CX01 | Expiry of patent term |
Granted publication date: 20140122 |