200404947 Ο) 玖、發明說明 【發明所屬之技術領域】 本發明是關於引擎的減壓裝置，特別是關於採用電磁 線圈之減壓裝置的改良。 【先前技術】 採用電磁線圈的減壓裝置，譬如早爲大眾所熟知的曰 本實開昭62 - 1 3 5 8 06號公報及日本特開平4- 1 4 8 00 8號公 報，在上述公報所揭示的技術中，是利用電磁線圈，在壓 縮行程的過程中強制性地開啓排氣閥，並於引擎啓動時去 除引擎的壓縮壓力，藉此提高引擎的啓動性。 【發明內容】 在上述的傳統技術中，由於電磁線圈必須產生可強制 排氣閥開啓的力量，因此必須採用較大型的電磁線圈，除 此之外，必須額外具備用來連結電磁線圈與排氣閥的連桿 機構。 本發明便是有鑑於上述的問題所硏發出的發明，本發 明的目的，是提供一種可採用小型電磁線圈，並且不需要 連桿機構的引擎之減壓裝置。 爲了達成上述的目的，申請專利範圍第1項所記載之 發明的特徵爲：具備：連結於排氣閥或進氣閥而形成連動 ，並設有第1抵接部及第2抵接部的凸輪從動件·，和設有 滑接於前述第1抵接部之閥驅動用凸輪的凸輪軸·，和具有 -5… (2) (2)200404947 可在與前述凸輪軸的同一軸心上轉動之轉子的旋轉電磁線 圈；和可在壓縮行程中滑接於前述第2抵接部，並與前述 轉子設成一體的減壓器凸輪；以及因應壓縮行程中前述旋 轉電磁線圈的激磁所產生之前述轉子的轉動，而連結前述 減壓器凸輪與凸輪軸的單向離合器。 根據上述的結構，因應壓縮行程中旋轉電磁線圈的激 磁，而使單向離合器連結減壓器凸輪與凸輪軸的配置，可 藉由滑接於與凸輪軸同步轉動之減壓器凸輪的第2抵接部 來開啓排氣閥或吸氣閥，並藉由釋放引擎的壓縮壓力提高 引擎的啓動性。而，旋轉電磁線圈所產生的電磁力，只要 能使單向離合器形成動力傳遞狀態地，令轉子產生轉動即 可，故可以採用較小型的旋轉電磁線圈，再者，由於減壓 器凸輪一體設置於旋轉電磁線圈的轉子上，故不需額外設 置習知技術中不可或缺的連桿機構。此外，單向離合器僅 在壓縮行程中形成動力傳遞的狀態，故可在不設置感應器 的狀態下，控制釋放壓縮壓力的時機。 申請專利範圍第2項所記載的發明，如申請專利範圍 第1項所記載的引擎之減壓裝置，其中前述的單向離合器 ’是配置於前述凸輪軸與減壓器凸輪之間且圍繞於凸輪軸 的同一軸心上，並且具備：在內、外周面上設有支承孔的 環狀滾柱支承構件；和設置在減壓器凸輪的內周，並且具 有愈是朝向前述凸輪軸之轉動方向的前方，則愈朝凸輪軸 半徑方向外側位置傾斜之傾斜面的卡合凹部；和可由前述 凸輪軸轉動方向的後方卡合於前述傾斜面，並於局部收納 -6 - (3) (3)200404947 入前述卡合凹部後，可自由轉動地支承於前述支承孔的滾 柱；和可在壓縮行程中，抵接在來自於前述滾柱支承構件 內周之前述滾柱的突出部，可將該滾柱朝前述卡合凹部側 上推，並設置於前述凸輪軸外周的按壓凸部；以及設置於 前述浪柱支承構件與前述減壓器凸輪之間，可發揮使前述 減壓器凸輪朝與前述凸輪軸轉動方向相同之方向彈壓之彈 簧力的離合器彈簧，前述旋轉電磁線圈，當其激磁之際， 可發出能抵消前述離合器彈簧的彈簧力，而促使前述減壓 器凸輪及前述轉子朝向與前述凸輪軸轉動方向之反向轉動 的電磁力。 根據上述申請專利範圍第2項的結構，當旋轉電磁線 圈呈消磁的狀態下，即使轉子隨著凸輪軸的轉動而被按壓 凸部所按壓，由於減壓器凸輪可藉由離合器彈簧朝凸輪軸 轉動方向的前方彈壓，因此，滾柱可在不抵接於卡合凹部 之傾斜面的狀態下自由地轉動，另外，離合器會遮斷減壓 器凸輪與凸輪軸之間的動力傳遞。因此，減壓器凸輪並不 會隨著凸輪軸轉動，而是形成靜止狀態，藉由第1抵接部 滑接於閥驅動用凸輪，可使排氣閥或進氣閥因應閥驅動用 凸輪之凸輪特徵的運轉特性形成開閉的動作。另外，倘若 壓縮行程中旋轉電磁線圈產生激磁，將抵消離合器彈簧的 彈力，使轉子及減壓器凸輪產生與凸輪軸轉動方向相反的 轉動，由於被凸輪軸之按壓凸部所按壓的滾柱，將會進入 卡合凹部之傾斜面與前述按壓凸部之間，並將凸輪軸的轉 動動力傳遞至減壓器凸輪，故可利用滑接於減壓器凸輪的 (4) (4)200404947 第2抵接部，使排氣閥或進氣閥在壓縮行程中開啓，並於 啓動引擎之際釋放引擎的壓縮壓力。而旋轉電磁線圈所發 出的電磁力，·只要能抵消離合器彈簧之彈力，並促使轉子 及減壓器凸輪產生與凸輪軸轉動方向相反的轉動即可，故 可進一步縮小旋轉電磁線圈的尺寸，並縮小促使轉子及減 壓器凸輪產生與凸輪軸轉動方向相反之轉動的角度，進而 簡化旋轉電磁線圈的結構。 申5R專利範圍桌3項所記載的發明，如申請專利範圍 第2項所記載的引擎之減壓裝置，其中前述旋轉電磁線圈 的定子’是由固定於汽缸頭的定子承座所支承，並在前述 滾柱支承構件處設有擋塊，爲了限制前述滾柱支承構件的 轉動軺圍而可抵接於則述擋塊的一對限制面，是形成於前 述定子承座上’且與凸輪軸外周方向間隔一定距離的位置 處，而前述滾柱支承構件與前述定子承座之間，設有可將 前述滾柱支承構件朝與前述凸輪軸的轉動方向之相反方向 彈壓的復位彈簧，根據上述的結構，可將滾柱支承構件隨 著凸輪軸轉動的角度限制在一定範圍內，而單向離合器將 根據滾柱支承構件之一定範圍內的轉動來遮斷減壓器凸輪 與凸輪軸之間的動力傳遞，而復位彈簧的作用，是使滾柱 支承構件與減壓器凸輪回到原來的位置，以確定下一次引 擎啓動時，減壓器凸輪與滾柱支承構件確實回到初始位置 〇 申請專利範圍第4項所記載的發明，如申請專利範圍 第3項所記載的引擎之減壓裝置，其中在前述滾柱支承構 * 8 - (5) (5)200404947 件上設成朝其半徑方向外側突出的前述擋塊處，安裝有可 彈性接觸於前述兩限制面的〇型環，根據上述的結構， 可極力抑制衝撞擋塊的限制面時所產生的聲響。 【實施方式】 接下來，根據圖面所顯示之本案其中一種實施例來|兌 明本實施型態。 第1圖〜第14圖是顯示本案的其中一個實施例，其中 第1圖是引擎主要部分的縱剖面，第2圖是第1圖的2_2 線剖面圖，第3圖是第1圖的3 - 3線剖面圖，第4圖是第 1圖中箭號4所指部位的放大圖，第5圖是第4圖的5 - 5 線剖面圖，第6圖是第4圖的6 - 6線剖面圖，第7圖是第 4圖的7 - 7線剖面圖，第8圖是用來說明旋轉電磁線圈之 作動狀態且對應第7圖的剖面圖，第9圖是在單向離合器 之確實的起始狀態下，對應於第6圖的剖面圖，第1 〇圖 是在由減壓器開啓排氣閥的起始狀態下，對應於第6圖的 剖面圖’第1 1圖是在由減壓器開啓排氣閥的結束狀態下 ，對應於第6圖的剖面圖，第1 2圖是在滾柱支承構件及 減壓器凸輪回覆至原來狀態下，對應於第6圖的剖面圖， 第13圖是用來說明於壓縮行程之前，當引擎被啓動時之 減壓初期的說明圖，第1 4圖則爲用來說明在壓縮行程的 過程中，當引擎被啓動時之減壓初期的說明圖。 首先，在第1圖及第2圖中，該引擎譬如爲單汽缸引 擎，其引擎本體14具備與曲軸箱15結合的汽缸本體16 -9 - (6) 200404947 、及與該汽缸本體1 6結合的汽缸頭1 7。而活塞1 9則 自由滑動地嵌合於設置在汽缸本體〗6的汽缸內腔1 8內 而面對該活塞1 9頂端的燃燒室20，則形成於汽缸本體 與汽缸頭1 7之間。此外，再汽缸頭1 7的上部形成有活 閥室2 1。 在汽缸頭1 7處設有：面向燃燒室2 0頂面的進氣閥 2 2 ;和在汽缸頭1 7另一側面形成開口，並連通前述進 閥口 22的進氣埠24 ;和面向前述燃燒室20頂面的排 閥口 2 3 ;及在汽缸頭1 7另一側面形成開口，並連通前 進氣閥口 23的進氣埠25，並安裝有面向燃燒室20的 星塞26。 在汽缸頭1 7處嵌合固定有：用來引導可開閉進氣 口 22的進氣閥27之開閉動作的導筒29 ;及用來引導 開閉進氣閥口 2 3的進氣閥2 8之開閉動作的導筒3 〇。 設置於由導筒29朝活動閥室21側突出之進氣閥27上 的襯套31與汽缸頭17之間，壓縮設置有朝進氣閥27 方’也就7H閉閥方向形成？早壓的閥寶3 3。此外，在設 於由導筒3 0朝活動閥室2 1側突出之排氣閥2 8上端的 套32與汽缸頭17之間’壓縮設置有朝排氣閥28上方 也就是閉閥方向形成彈壓的閥簧34。 接者加入第3圖一起參考，在活動閥室21中，收 著用來驅動進氣閥27及排氣閥28開閉的活動閥裝置 ，該活動閥裝置3 5具備：可自由轉動地支承於汽缸頭 的凸輪軸36;和位於凸輪軸36上方與凸輪軸36保持 可 16 動 □ 氣 氣 述 火 閥 可 在 上 置 襯 ， 納 35 17 平 -10- (7) (7)200404947 行，且被支承於汽缸頭1 7的進氣側搖臂軸37與排氣側搖 臂軸3 8 ;和可自由擺動地由進氣側搖臂軸3 7所支承的進 氣側搖臂3 9 ;及可自由擺動地由進氣側搖臂軸3 8所支承 的進氣側搖臂4 0。 凸輪軸3 6係平行於透過連桿4 1連結於活塞1 9的曲 軸（圖面中未顯示），並在軸線方向上保持一定間隔的2 處位置，可自由轉動地由滾珠軸承4 2、4 3支承於汽缸頭 1 7。緊鄰凸輪軸3 6另一端的凸輪鏈條室44，是形成於由 曲軸箱1 5通過汽缸本體1 6到汽缸頭1 7之間，且凸輪軸 3 6的其中一端係於凸輪鏈條室44內與從動鏈輪4 5形成 固結。而來自於前述曲軸的轉動動力，是經由捲繞於該從 動鏈輪4 5的凸輪鏈條4 6，以1 /2的減速比傳遞至凸輪軸 3 6 〇 該凸輪軸3 6處，設有可對應進氣側搖臂3 9的進氣側 凸輪47、及對應於排氣側搖臂40，且作爲閥驅動用凸輪 的排氣側凸輪4 8。 汽缸頭17設有與凸輪軸36同軸的開口部49，該開 口部4 9的作用是供：前述凸輪軸3 6安裝於汽缸頭1 7 ; 和滾珠軸承4 2、4 3安裝於汽缸頭1 7 ;及將從動鏈輪4 5 安裝於凸輪軸36其中一端用，且該開口部49係由蓋50 所封閉。除此之外，位於凸輪軸3 6另一端，且具有卡合 於汽缸頭1 7外側面之卡合頭部5 1 a的螺栓5 1，係與凸輪 軸36保持同軸地貫穿凸輪軸36及汽缸頭17，並藉由該 螺栓51旋鎖於前述蓋50，可將蓋50固定於汽缸頭17。 -11 - (8) (8)200404947 前述進、排氣側搖臂軸3 7、3 8係平行於凸輪軸3 6， 並由前述開口部49側嵌合於汽缸頭〗7，而卡合於滾珠軸 承4 2外圈外端後被包夾於該外圈與汽缸頭1 7之間的卡合 板5 2 ’同樣在卡合於前述進、排氣側搖臂軸3 7、3 8後， 鎖緊固定於汽缸頭1 7，藉由上述的結構，可將進氣側及 排氣側搖臂軸3 7、3 8組裝於汽缸頭1 7，並防止進氣側及 排氣側搖臂軸3 7、3 8朝軸向移動。 在可自由擺動地由進氣側搖臂軸3 7所支承之進氣側 搖臂39的其中一端，可調整進退位置地旋合著抵接於進 氣閥2 7上端的挺桿螺絲5 3，在進氣側搖臂3 9的另一端 則軸支著與進氣側凸輪47形成大面積接觸的滾子54。換 固之’進氣側搖臂3 9是根據凸輪軸3 6的轉動，並對應進 氣側凸輪4 7之凸輪規格所衍生的動作特性來驅動進氣閥 2 7開閉的方式，形成其擺動的動作。 在可自由擺動地由排氣側搖臂軸3 8所支承之排氣側 搖臂4 0的其中一端，可調整進退位置地旋合著抵接於排 氣閥2 8上端的挺桿螺絲5 5。在排氣側搖臂4 0的另一端 則軸支著與排氣側凸輪4 8形成大面積接觸的滾子5 6，並 在該滾子56處一體設置有鄰接於其軸方向上，被作爲第 2抵接部的抵接凸部5 7。 而汽缸頭1 7上設有：可供進氣側搖臂3 9安裝於進氣 側搖臂軸3 7、和將襯套3 1安裝於進氣閥2 7上端、和將 閥簧3 3裝入襯套3 1與汽缸頭之間的開口部5 8 ;及可供 排氣側搖臂4 0安裝於排氣側搖臂軸3 8、和將襯套3 2安 -12- (9) (9)200404947 裝於排氣閥2 8上端、和將閥簧3 4裝入襯套3 2與汽缸頭 之間的開口部5 9 ’而上述的開口部5 8、5 9是由結合於汽 缸頭1 7的蓋6 0、6 1所封閉。 在第4〜6圖中’是將壓縮行程中滑接於前述排氣側搖 臂40之抵接凸部57的減壓器凸輪65，以同軸圍繞凸輪 軸3 6的方式，配置在鄰接於排氣側凸輪4 8的位置，而汽 缸頭17上，支承著具有與前述減壓器輪65設成一體之旋 轉電磁線圈66的定子69，並於凸輪軸36與減壓器凸輪 65之間設置單向離合器67。而減壓器凸輪65與單向離合 器67於組裝於前述凸輪軸36後，與凸輪軸36 —起由前 述開口部5 8、5 9處組裝於汽缸頭1 7。 減壓器凸輪65，圍繞著凸輪軸36形成環狀，並在其 外周方向的局部具有朝半徑方向外側隆起的隆起部6 5 a， 在壓縮行程中前述滾子5 6滑接於排氣側凸輪4 8之基圓部 48a (請參考第6圖）的狀態下，當前述隆起部65a滑接 於抵接凸部5 7時，將使排氣側搖臂40產生令前述滾子 56由前述基圓部48a處上浮的擺動。 單向離合器67係配置於凸輪軸36與減壓器凸輪65 之間，並以同軸的方式環繞著凸輪軸36，其具備：在內 、外周面間設有支承孔7 1的環狀滾柱支承構件7 2 ;和在 凸輪軸3 6之半徑方向外側處具有朝凸輪軸3 6轉動方向之 切線方向前方傾斜之傾斜面7 3 a，並且被配置於減壓器凸 輪65內周的卡合凹部73 ;和可由沿著凸輪軸36之轉動 方向的後方側卡合於前述傾斜面7 3 a後，局部由前述卡合 -13- (10) (10)200404947 凹部7 3所收納並可自由轉動地支承於前述支承孔7 1的滾 柱74 ;和被設置於前述凸輪軸3 6的外周，可在壓縮行程 中抵接於由前述滾柱支承構件72內周朝前述滾柱74突出 的突出部分，促使該滾柱74朝前述卡合凹部7 3側上浮的 按壓凸部75 ;及設置於前述滾柱支承構件72與前述減壓 器凸輪6 5之間，可對前述減壓器凸輪6 5朝前述凸輪軸 3 6之轉動方向的相同方向作用彈壓彈簧力的離合器彈簧 76 〇 前述按壓凸部75，在對應於前述滾柱支承構件72之 支承孔7 1的部分，藉由於凸輪軸3 6外周處設置環繞其外 周形成C字型的凹溝7 8，而該C字型凹溝7 8以外的部分 則朝半徑方向外側突出形成按壓凸部75。而在前述支承 孔7 1外周方向上保持一定間隔的滾柱支承構件72，突設 有由其外周朝半徑方向外側突出的延伸翼部72a，並將收 容上述延伸翼部72a的收容凹部79設於減壓器凸輪65的 內周。而單向離合器76是以壓縮設置於前述延伸翼部 7 2 a與減壓器凸輪6 5之間的方式，收容於收容凹部7 9內 〇 上述的單向離合器6 7，在對應於凸輪軸3 6轉動的壓 縮行程中，即使按壓凸部7 5如第6圖所示地將滾柱7 4向 上推壓，在旋轉電磁線圈6 6之電磁吸引力不作用於減壓 器凸輪6 5的狀態下，減壓器凸輪6 5依然可利用離合器彈 簧76沿著凸輪軸36之轉動方向77的前方彈壓，使得滾 柱7 4可不抵接於卡合凹部7 3的傾斜面7 3 α地自由轉動， -14- (11) (11)200404947 使減壓器凸輪6 5與凸輪軸3 6間保持動力傳遞被遮斷的狀 態。因此，減壓器凸輪65可不受凸輪軸36轉動的影響地 保持靜止，並藉由滑接於排氣側凸輪4 8的滾子5 6，促使 排氣閥2 8對應排氣側凸輪4 8的凸輪特性形成開閉。 另外’一旦旋轉電磁線圈6 6形成激磁時，將抵消離 合器彈簧76的彈簧力，並此減壓器凸輪65產生與凸輪軸 36之轉動方向77相反的轉動，並使被凸輪軸36隻按壓 凸部7 5向上推壓的滾柱7 4落入卡合凹部7 3的傾斜面 7 3 a與按壓凸部7 5之間，由於凸輪軸3 6的轉動力被傳遞 至減壓器凸輪6 5，藉由抵接凸部5 7滑接於減壓器凸輪6 5 ，可促使排氣閥2 8在壓縮行程中開啓閥們，藉此，可釋 放引擎啓動時的引擎壓縮壓力。 旋轉電磁線圈66，是利用形成激磁時所發出之電磁 力抵消離合器彈簧76的彈簧力，並促使減壓器凸輪65產 生與凸輪軸36的轉動方向77之反向轉動的構件，其具備 :同軸環繞著凸輪軸3 6的轉子6 8、及固定設置成環繞轉 子68的定子69，而前述減壓器凸輪65是一體設置於轉 子68。 在第7圖中，定子69是圍繞在凸輪軸36的同一軸心 上，且於半徑方向內側形成開口後具有略成U字型的橫 剖面，並由鐵芯80及線圈82所構成，而用來支承鐵芯 80的定子承座83則鎖定固定於汽缸頭17。其中前述的鐵 芯80在圓周方向上等距的複數位置，譬如圖面中所示之 4個位置的兩相對側，分別突設有一對朝半徑內側突出的 -15- (12) (12)200404947 一對突出部8 0 a、8 0 a，而前述線圈8 2則於捲繞卷線軸8 1 後收容於前述鐵芯8 0內。 轉子6 8是位於定子6 9與凸輪軸3 6之間，並回繞於 則述凸輪軸3 6的同之軸心上形成環狀，並且在轉子6 8的 外周方向上，保持相等的距離設置有數量與前述定子69 所具備之突出部8 0 a、8 0 a ...數量相同，且朝半徑方向外側 突出的突出部68a、68a...。 上述旋轉電磁線圈66在待機狀態下，係如第8圖（a )所示地，使轉子6 8所具備之複數突出部6 8 a...中，沿著 凸輪軸3 6之旋轉方向7 7後方側的部分，對應於定子6 9 所具備複數突出部8 0 a…中沿著凸輪軸3 6之旋轉方向7 7 前方側的部分，以便決定轉子6 8及定子6 9之相對轉動的 位置。 而一旦線圈8 2通電後產生激磁，將會於轉子6 8所具 備之各突出部68a…處作用如第8圖（b)中箭號所示的電 磁吸引力’使轉子68全體產生如箭號84所示與凸輪軸 36之轉動方向77相反的扭矩。藉由該扭矩可令轉子68 在箭號84所指的方向上轉動，進而使單向離合器67形成 ON狀態，促使凸輪軸36的轉動動力透過單向離合器67 傳遞至轉子68，直到轉子68與凸輪軸36抵達第8圖（c )所示的位置，也就是當轉動26.5度時，將會於轉子68 所具備之各突出部68a…處作用如箭號所示之彼此相反的 電磁吸引力’使作用於轉子68全體的扭矩歸零。 藉由形成ON狀態之單向離合器67的作用，使轉子 -16· (13) (13)200404947 6 8與凸輪軸3 6 —起轉動到第8圖（d )所示的位置，也 就是指轉動5 5度時，將如箭號所示地在轉子6 8所具備之 各突出部68 a···處產生朝向與凸輪軸36之轉動方向77相 同方向的轉矩，連帶地將對轉子6 8全體作用與凸輪軸3 6 相同方向的扭矩，藉此，可使前述單向離合器67形成 〇 F F狀態。 在前述的滾柱支承構件7 2處，一體設有朝其半徑方 向外側突出的擋塊 72b。另外，於支承旋轉電磁線圈 66 的定子69後固定於引擎本體14之汽缸頭17的定子承座 8 3處，藉由在凸輪軸3 6的外周方向上保持一定間隔的方 式，形成有可抵接於用來限制滾柱支承構件7 2轉動範圍 之擋塊72b的一對限制面85、86，並在擋塊72b的前端 部，安裝有可彈性接觸於前述限制面8 5、8 6的Ο型環8 7 〇 在滾柱支承構件72與定子承座83之間，設有可將滾 柱支承構件7 2朝凸輪軸3 6的旋轉方向7 7之相反方向彈 壓的復位彈簧8 8，在單向離合器6 7之動力被遮斷的狀態 下，可藉由復位彈簧88的彈簧力將上述擋塊72b朝限制 面8 5側按壓。 接下來，參考第9〜14圖說明該實施例的作用，當引 擎啓動時，於壓縮行程中強制開啓排氣閥2 8而使引擎的 壓縮壓力被釋放之際，旋轉電磁線圈6 6將產生激磁。這 樣一來，如第9圖所示地，將抵消離合器彈簧7 6的彈簧 力並使減壓器凸輪65產生與凸輪軸36之旋轉方向77相 -17· (14) (14)200404947 反方向的轉動，當壓縮行程中凸輪軸3 6的按壓凸部7 5向 上推壓滾柱74時，該滾柱74將被包夾於卡合凹部73的 傾斜面7 3 a與按壓凸部7 5之間，而使凸輪軸3 6的轉動動 力傳遞至減壓器凸輪6 5。根據上述的方式，當凸輪軸3 6 、滾柱支承構件7 2及減壓器凸輪6 5由第9圖所示的狀態 下轉動2 0度而形成第1 〇圖所示之狀態的過程中，將使抵 接於減壓益凸輪6 5之隆起部6 5 a的抵接凸部5 7形成滑接 ，並使滾子5 6由排氣側凸輪4 8的基圓部4 8 a處上浮而令 排氣側搖臂4 0產生擺動，進而使排氣閥2 8產生開啓的動 作。 當凸輪軸3 6繼繪旋轉’由第9圖所示的狀態轉動5 0 度時，將如第1 1圖所示，抵接凸部5 7將滑接於減壓器凸 輪6 5之隆起部6 5 a的下傾部位置，結束排氣側搖臂4 〇的 擺動，使排氣閥2 8形成關閉狀態。接著，如第1 2圖所示 地，當凸輪軸36繼續轉動而使擋塊72b與定子承座83的 限制面8 6形成接觸時，可阻止滾柱支承構件7 2朝旋轉方 向7 7的轉動。藉此，雖然可使凸輪軸3 6獨立於減壓器凸 輪6 5及滾柱支承構件7 2之外產生轉動，但是旋轉電磁線 圈6 6的轉子6 8及減壓器凸輪6 5，將因爲慣性、或者在 旋轉電磁線圈66持續激磁的狀態下因旋轉電磁線圈66所 行程的扭矩，而朝旋轉方向7 7轉動5度左右。因爲上述 緣故，可解除滾柱74被包夾於傾斜面73a與按壓凸部之 間的狀態，而形成遮斷單向離合器67動力的狀態。 如上所述地，藉由在壓縮行程中使旋轉電磁線圈6 6 -18- (15) (15)200404947 產生激磁，再加上單向離合器67連結於減壓器凸輪65與 凸輪軸3 6之間，可使抵接凸部5 7滑接於與凸輪軸3 6 — 起轉動的減壓器凸輪65並開啓排氣閥28，故可對應於引 擎壓縮壓力的釋放提高引擎的啓動性。除此之外，旋轉電 磁線圈66所形成的電磁力，只需能使轉子6 8產生轉動以 促使單向離合器6 7形成動力傳遞狀態的程度即可，故可 採用較小型的旋轉電磁線圈，再者，由於減壓器凸輪65 是一體設置於旋轉電磁線圈6 6的轉子6 8上，故不必額外 設置傳統技術中的連桿機構。甚者，由於單向離合器67 只有在壓縮行程中呈現動力傳遞的狀態，故可在不設置感 應器的狀態下，控制釋放壓縮壓力的時機。 單向離合器67當其離合器彈簧76的彈簧力被削弱而 導致轉子68與減壓器凸輪65形成與凸輪軸36之旋轉方 向77相反方向的轉動時，由於被凸輪軸36之按壓凸部 7 5向上推壓的滾柱7 4將被包夾於卡合凹部7 3之傾斜面 73a與按壓凸部75之間，而使凸輪軸36的轉動動力傳遞 至減壓器凸輪6 5，而旋轉電磁線圈6 6，其所形成的電磁 力只需能抵消離合器彈簧7 6之彈簧力並使轉子6 8與減壓 器凸輪6 5形成與凸輪軸3 6之旋轉方向7 7相反方向的轉 動即可，故可更近一步達成旋轉電磁線圈6 6的小型化。 除此之外，縮小促使轉子6 8與減壓器凸輪6 5形成與 凸輪軸3 6之旋轉方向7 7相反方向轉動的角度，可簡化旋 轉電磁線圈6 6的結構。換百之，定子6 9是由簡單的結構 所構成，該結構具有：在外周方向間隔相同距離之複數位 -19- (16) (16)200404947 置的兩側，成對地突設有朝半徑方向內側突出之突出部 80a、80a···的鐵心80;及捲繞安裝於捲線軸81後收容於 前述鐵心S 0內的線圈8 2，而轉子6 8 ’同樣是在外周方向 上相隔相同距離的複數位置處設置朝半徑方向內側突出之 突出部68a、68a...的簡單結構所構成。 而旋轉電磁線圈66的定子69，是由固定於引擎本體 1 4之汽缸頭1 7的定子承座8 3所支承，可抵接於設在滾 柱支承構件7 2之擋塊7 2 b的一對限制面8 5、8 6，則是在 可限制滾柱支承構件7 2的轉動範圍之凸輪軸3 6的外周方 向上，保持一定間隔地形成於定子承座8 3，在滾柱支承 構件72與定子承座83之間，設有可將滾柱支承構件72 朝凸輪軸36之旋轉方向77相反方向彈壓的複位彈簧88 〇 根據上述的結構，可將滾柱支承構件7 2隨著凸輪軸 3 6轉動的角度限制在之定的範圍內，且單向離合器6 7可 根據滾柱支承構件7 2之上述一定範圍的轉動，遮斷減壓 器凸輪6 5與凸輪軸3 6之間的動力傳遞，如第1 2圖所示 地，可藉由復位彈簧8 8使滾柱支承構件7 2與減壓器凸輪 6 5回復到原來的位置，可在下一次引擎啓動之前，使減 壓器凸輪6 5與滾柱支承構件7 2確實地回到初始位置。 擋塊7 2 b，是在滾柱支承構件7 2上設成朝其半徑方 向外側突出，由於擋塊7 2 b上安裝有可彈性接觸於定子承 座8 3之一對限制面8 5、8 6的〇型環8 7，故可極力抑制 擋塊72b撞擊限制面85、86時所發出的聲響。 -20· (17) (17)200404947 當壓縮行程前啓動引擎時，如第1 3圖所示地，減壓 將由減壓啓動設定角度，也就是指按壓凸部7 5開始接觸 滾柱7 4的曲軸角度下啓動，相較於在非減壓的狀態中， 燃燒室壓力如虛線所示地增加，由於減壓狀態下可使燃燒 室壓力如實線所示地下降，故可提高引擎的啓動性。相較 於此，當壓縮行程中啓動引擎時，則如第1 4圖所示地， 在超過減壓啓動設定角度後的壓縮行程中，減壓將藉由按 壓凸部7 5朝滾柱7 4接觸的方式啓動，相較於在非減壓的 狀態中，燃燒室壓力如虛線所示地增加，由於減壓狀態下 可使燃燒室壓力如實線所示地下降，故可提高引擎的啓動 性。 以上只是用來說明本發明的實施例，本發明並不侷限 於上述的實施例’只要不逸脫本發明之申請專利範圍所記 載的內容，可有各種不同的設計變更。 譬如’本發明同樣適用於在壓縮行程中，利用配設成 鄰接於進氣側凸輪4 7之減壓器凸輪6 5來強制進氣閥2 7 開啓的減壓裝置。 (發明效果） 如上所述地’根據本發明申請專利範圍第1項所記載 的內容’可藉由壓縮行程中旋轉電磁線圈所產生的激磁， 再加上單向離合器連結於減壓氣凸輪與凸輪軸之間，促使 排氣閥或進氣閥開啓，進而釋放引擎的壓縮壓力來提高引 擎的啓動性。此外，旋轉電磁線圈所產生的電磁力，只要 •21 - (18) (18)200404947 能使單向離合器形成動力傳遞狀態地令轉子產生轉動即可 ，故可採較小型的旋轉電磁線圈，而由於減壓氣凸倫是一 體設置於旋轉電磁線圈的轉子，故不需要傳統技術中的連 桿機構。再者，單向離合器只在壓縮行程中形成動力傳遞 的狀態，故可在不設置感應器的狀態下，控制釋放壓縮壓 力的時機。 根據申請專利範圍第2項所記載的內容，旋轉電磁線 圈所產生的電磁力，只要能抵消離合器彈簧之彈力，並促 使轉子及減壓器凸輪產生與凸輪軸轉動方向相反的轉動即 可，故可進一步縮小旋轉電磁線圈的尺寸，此外，可縮小 促使轉子及減壓器凸輪產生與凸輪軸轉動方向相反之轉動 的角度，進而簡化旋轉電磁線圈的結構。 根據申請專利範圍第3項所記載的內容，可將滾柱支 承構件隨著凸輪軸轉動的角度限制在之定的範圍內，且單 向離合器可根據滾柱支承構件之上述一定範圍的轉動，遮 斷減壓器凸輪與凸輪軸之間的動力傳遞，並藉由復位彈簧 使滾柱支承構件與減壓器凸輪回復到原來的位置，可在下 一次引擎啓動時，使減壓器凸輪與滾柱支承構件確實地回 到初始位置。 根據申請專利範圍第4項所記載的內容，可極力抑制 擋塊撞擊限制面時所發出的聲響。 【圖式簡單說明】 第1圖：引擎主要部分的縱剖面。 •22- (19) (19)200404947 第2圖：第1圖的2-2線剖面圖。 第3圖：第1圖的3 - 3線剖面圖。 第4圖：第1圖中箭號4所指部位的放大圖。 第5圖：第4圖的5 - 5線剖面圖。 第6圖：第4圖的6-6線剖面圖。 第7圖：第4圖的7 _ 7線剖面圖。 第8圖：用來說明旋轉電磁線圈之作動狀態，且對應 第7圖的剖面圖。 第9圖：在單向離合器之確實的起始狀態下，對應於 第6圖的剖面圖。 第1 〇圖：在由減壓器開啓排氣閥的起始狀態下’對 應於第6圖的剖面圖。 第1 1圖：在由減壓器開啓排氣閥的結束狀態下’對 應於第6圖的剖面圖。 第1 2圖：在滾柱支承構件及減壓器凸輪回覆至原來 狀態下，對應於第6圖的剖面圖。 第1 3圖：用來說明於壓縮行程之前，當引擎被啓動 時之減壓初期的說明圖。 第1 4圖：用來說明在壓縮行程的過程中’當引擎被 啓動時之減壓初期的說明圖。 【主要元件對照表】 14 :引擎本體 17 :汽缸頭 -23- (20)200404947 28 :排 氣 閥 3 6 :凸 击A m 軸 40 :作 爲 凸 輪 從 動 件 的 排 氣 側 搖 臂 48 :作 爲 閥 驅 動 用 凸 輪 的 排 氣 側 凸輪 56 ••作 爲 第 1 抵 接 部 的 滾 柱 5 7 :作 爲 第 2 抵 接 部 的 抵 接 凸 部 65 :減 壓 器 凸 輪 66 :旋 轉 電 磁 線 圈 67 :單 向 離 合 器 68 :轉 子 69 參 i一r • 疋 子 7 1 :支 承 孔 72 :滾 柱 支 承 構 件 72b :擋 塊 73 ••卡 合 凹 部 73a :傾 斜 面 74 :滾 柱 75 :按 壓 凸 部 76 :離 合 器 彈 簧 77 :凸 击·^ m 軸 的 旋 轉 方 向 83 • ，丄” •疋 子 承 座 85、86 :限 制 面 87 :0 型 環 88 :復 位 弓早 簧200404947 〇). Description of the invention [Technical field to which the invention belongs] The present invention relates to an engine pressure reducing device, and in particular, to an improvement of a pressure reducing device using an electromagnetic coil. [Prior art] Decompression devices using electromagnetic coils, such as Japanese public open publication No. 62-1 3 5 8 06 and Japanese Unexamined Patent Publication No. 4- 1 4 8 00 8 are well known to the public. In the disclosed technology, an electromagnetic coil is used to forcibly open the exhaust valve during the compression stroke, and the compression pressure of the engine is removed when the engine starts, thereby improving the startability of the engine. [Summary of the Invention] In the above-mentioned conventional technology, since the electromagnetic coil must generate a force capable of forcibly opening the exhaust valve, a larger electromagnetic coil must be used. In addition, it must be additionally provided to connect the electromagnetic coil and the exhaust gas. Valve linkage mechanism. The present invention has been developed in view of the above-mentioned problems, and an object of the present invention is to provide a pressure reducing device for an engine that can use a small electromagnetic coil and does not require a link mechanism. In order to achieve the above-mentioned object, the invention described in claim 1 of the scope of patent application is characterized in that: it is provided with a first contact portion and a second contact portion connected to the exhaust valve or the intake valve to form a linkage; The cam follower, and the camshaft provided with a valve driving cam slidingly connected to the first abutting section, and the cam follower having -5 ... (2) (2) 200404947 may be on the same axis as the camshaft A rotating electromagnetic coil of a rotor that rotates upward; a pressure reducer cam that can be slidably connected to the second abutting portion during the compression stroke and is integrated with the rotor; and an excitation station corresponding to the rotating electromagnetic coil in the compression stroke The one-way clutch connecting the pressure reducer cam and the cam shaft is generated by the rotation of the rotor. According to the above-mentioned structure, the arrangement of the one-way clutch connecting the pressure reducer cam and the cam shaft in response to the excitation of the rotating electromagnetic coil during the compression stroke can be slidingly connected to the second pressure reducer cam that rotates in synchronization with the cam shaft. The abutment part opens the exhaust valve or the intake valve, and improves the startability of the engine by releasing the compression pressure of the engine. In addition, the electromagnetic force generated by the rotating electromagnetic coil can be used as long as the one-way clutch can form a power transmission state and the rotor can be rotated. Therefore, a smaller rotating electromagnetic coil can be used. Furthermore, since the pressure reducer cam is provided integrally, Because it is on the rotor of the rotating electromagnetic coil, there is no need to additionally provide a link mechanism indispensable in the conventional technology. In addition, the one-way clutch generates power transmission only during the compression stroke, so you can control the timing of releasing the compression pressure without installing an inductor. The invention described in the second patent application scope, such as the engine pressure reduction device described in the first patent application scope, wherein the one-way clutch 'is disposed between the camshaft and the pressure reducer cam and surrounds the On the same axis of the camshaft, the camshaft includes: an annular roller support member provided with support holes on the inner and outer peripheral surfaces; and an inner periphery of the pressure reducer cam, which has a rotation toward the camshaft. In the forward direction, the engaging recessed portion of the inclined surface that is inclined toward the outer position of the camshaft in the radial direction of the camshaft is engaged with the inclined surface by the rear of the camshaft in the direction of rotation, and is partially stored-6-(3) (3 200404947 into the engaging recessed part, the roller can be rotatably supported by the supporting hole; and in the compression stroke, it can abut against the protrusion of the roller from the inner periphery of the roller supporting member, The roller is pushed upward toward the engaging recessed portion side, and is provided on the pressing convex portion on the outer periphery of the camshaft; and is provided between the wave pillar support member and the pressure reducer cam, so that the roller The clutch spring of the pressure reducer cam springs in the same direction as the rotation direction of the camshaft. When the magnetic coil is excited, the spring can cancel the spring force of the clutch spring, thereby promoting the pressure reducer. The cam and the rotor face electromagnetic forces that rotate in a direction opposite to the direction in which the cam shaft rotates. According to the structure of item 2 of the aforementioned patent application range, when the rotating electromagnetic coil is in a demagnetized state, even if the rotor is pressed by the pressing convex portion as the cam shaft rotates, the pressure reducer cam can be directed toward the cam shaft by the clutch spring. The spring is urged forward in the rotation direction, so that the roller can rotate freely without contacting the inclined surface of the engaging recess, and the clutch blocks the power transmission between the pressure reducer cam and the camshaft. Therefore, the pressure reducer cam does not rotate with the camshaft, but is in a static state. The first abutting portion is slidably connected to the valve driving cam, so that the exhaust valve or the intake valve can respond to the valve driving cam. The operating characteristics of the cam feature form an opening and closing action. In addition, if the excitation of the rotating electromagnetic coil during the compression stroke will cancel the spring force of the clutch spring, the rotor and the reducer cam will rotate in the opposite direction to the direction of rotation of the cam shaft. Because of the roller pressed by the pressing protrusion of the cam shaft, It will enter between the inclined surface of the engaging concave portion and the pressing convex portion, and transmit the rotation power of the camshaft to the pressure reducer cam. Therefore, (4) (4) 200404947 2 The abutment part opens the exhaust valve or intake valve during the compression stroke and releases the compression pressure of the engine when the engine is started. The electromagnetic force from the rotating electromagnetic coil can be reduced as long as it can offset the spring force of the clutch spring and cause the rotor and the reducer cam to rotate in the direction opposite to the rotation direction of the cam shaft. Reduce the angle that causes the rotor and the reducer cam to rotate in the opposite direction to the camshaft rotation direction, thereby simplifying the structure of the rotating electromagnetic coil. The invention described in item 3 of the scope of patent application 5R, such as the pressure reducing device for the engine described in item 2 of the scope of patent application, wherein the stator of the rotating electromagnetic coil is supported by a stator holder fixed to the cylinder head, and A stopper is provided at the roller support member. In order to restrict the rotation of the roller support member, a pair of restricting surfaces that can abut the stopper are formed on the stator seat and are connected to the cam. At a position separated by a certain distance in the outer circumferential direction of the shaft, a return spring is provided between the roller support member and the stator seat to urge the roller support member in a direction opposite to the rotation direction of the cam shaft. The above structure can limit the angle of the roller support member with the rotation of the cam shaft to a certain range, and the one-way clutch will block the pressure reducer cam and the cam shaft according to the rotation of the roller support member within a certain range. Between the power transmission and the return spring, the roller support member and the reducer cam return to the original position to determine the next time the engine starts, decompression The cam and roller supporting members do return to the initial position. The invention described in the fourth patent application scope, such as the engine pressure reducing device described in the third patent application scope, wherein the aforementioned roller supporting structure * 8-( 5) (5) 200404947 The above-mentioned stopper which is provided to protrude outward in the radial direction is provided with an O-ring which can elastically contact the two restricting surfaces. According to the above structure, the restriction of impacting the stopper can be suppressed as much as possible. The sound produced by the face. [Embodiment] Next, according to one of the embodiments of the present invention shown in the drawings, this embodiment will be explained. Figures 1 to 14 show one embodiment of the present case, where Figure 1 is a longitudinal section of the main part of the engine, Figure 2 is a cross-sectional view taken along line 2_2 of Figure 1, and Figure 3 is 3 of Figure 1 -Line 3 sectional view, Figure 4 is an enlarged view of the part indicated by arrow 4 in Figure 1, Figure 5 is a sectional view taken along Line 5-5 in Figure 4, and Figure 6 is 6-6 in Figure 4 Fig. 7 is a sectional view taken along line 7-7 of Fig. 4. Fig. 8 is a sectional view for explaining the operating state of the rotating electromagnetic coil and corresponds to Fig. 7. Fig. 9 is a view of a one-way clutch. In the exact initial state, it corresponds to the cross-sectional view of FIG. 6, and FIG. 10 is the cross-sectional view corresponding to FIG. 6 when the exhaust valve is opened by the pressure reducer. In the end state where the exhaust valve is opened by the pressure reducer, the sectional view corresponding to FIG. 6 is shown, and in FIG. 12, the roller supporting member and the pressure reducer cam are returned to the original state, corresponding to FIG. 6. Sectional drawing, Fig. 13 is used to explain the initial stage of decompression when the engine is started before the compression stroke, and Fig. 14 is used to explain the process during the compression stroke When explaining the initial decompression of the engine is started. First, in FIGS. 1 and 2, the engine is, for example, a single-cylinder engine. The engine body 14 includes a cylinder body 16 -9-(6) 200404947 coupled to the crankcase 15 and a combination with the cylinder body 16. The cylinder head 1 7. The piston 19 is slidably fitted into a cylinder cavity 18 provided in the cylinder body 6 and a combustion chamber 20 facing the top end of the piston 19 is formed between the cylinder body and the cylinder head 17. In addition, a valve chamber 21 is formed in an upper portion of the re-cylinder head 17. The cylinder head 17 is provided with: an intake valve 22 facing the top surface of the combustion chamber 20; and an inlet port 24 formed on the other side of the cylinder head 17 and communicating with the aforementioned valve inlet 22; and facing The exhaust valve port 2 3 on the top surface of the aforementioned combustion chamber 20; and an opening is formed on the other side of the cylinder head 17 and communicates with the intake port 25 of the front intake valve port 23, and a star plug 26 facing the combustion chamber 20 is installed . At the cylinder head 17 are fitted and fixed: a guide cylinder 29 for guiding the opening and closing operation of the intake valve 27 that can open and close the intake port 22; and an intake valve 2 8 for guiding the opening and closing of the intake valve port 2 3 The guide tube 3 of the opening and closing operation. Provided between the liner 31 and the cylinder head 17 on the intake valve 27 protruding from the guide cylinder 29 toward the movable valve chamber 21 side, the compression valve is formed toward the intake valve 27, that is, in the 7H valve closing direction? Early pressure of the valve treasure 3 3. In addition, between the sleeve 32 and the cylinder head 17 provided on the upper end of the exhaust valve 28 that protrudes from the guide cylinder 30 toward the movable valve chamber 21 side, it is formed in a compression direction toward the exhaust valve 28, that is, in a valve closing direction. Spring valve spring 34. The following is added together with reference to FIG. 3. In the movable valve chamber 21, a movable valve device for driving the opening and closing of the intake valve 27 and the exhaust valve 28 is stowed. The movable valve device 35 is provided to be rotatably supported on the movable valve device 21. The camshaft 36 of the cylinder head; and the camshaft 36 that can be held above the camshaft 36 can move 16 □ The gas valve can be lined on the upper side, so that 35 17 flat -10- (7) (7) 200404947 row, and The intake-side rocker arm shaft 37 and the exhaust-side rocker arm shaft 3 8 supported by the cylinder head 17; and the intake-side rocker arm 39 supported by the intake-side rocker arm shaft 3 7 freely swingable; And an intake-side rocker arm 40 which is swingably supported by an intake-side rocker arm shaft 38. The camshaft 3 6 is parallel to the crankshaft (not shown in the figure) connected to the piston 19 through the connecting rod 4 1 and is maintained at two positions in the axial direction at a certain interval. It is freely rotatable by ball bearings 4 2 4 3 are supported by the cylinder head 1 7. The cam chain chamber 44 next to the other end of the camshaft 36 is formed between the crankcase 15 through the cylinder body 16 to the cylinder head 17 and one end of the camshaft 36 is tied in the cam chain chamber 44 and The driven sprocket 45 forms a consolidation. The rotational power from the crankshaft is transmitted to the camshaft 3 6 at a reduction ratio of 1/2 via a cam chain 4 6 wound around the driven sprocket 4 5. The camshaft 36 is provided with The intake-side cam 47 corresponding to the intake-side rocker arm 39 and the exhaust-side cam 48 corresponding to the exhaust-side rocker arm 40 and serving as a valve driving cam are supported. The cylinder head 17 is provided with an opening 49 coaxial with the camshaft 36, and the opening 49 serves to: the aforementioned camshaft 36 is mounted on the cylinder head 17; and the ball bearing 4 2 and 4 3 are mounted on the cylinder head 1 7; and the driven sprocket 4 5 is installed at one end of the camshaft 36, and the opening portion 49 is closed by the cover 50. In addition, the bolt 51, which is located at the other end of the camshaft 36, and has an engaging head 5 1a engaged with the outer side of the cylinder head 17, penetrates the camshaft 36 and the camshaft 36 coaxially. The cylinder head 17 is screw-locked to the cover 50 by the bolt 51 to fix the cover 50 to the cylinder head 17. -11-(8) (8) 200404947 The aforementioned inlet and exhaust side rocker arms 3 7, 3, 8 are parallel to the camshaft 36, and are fitted to the cylinder head by the aforementioned opening 49 side, and are engaged. After the ball bearing 4 2 the outer end of the outer ring is sandwiched between the outer ring and the cylinder head 1 7 by the engaging plate 5 2 'similarly after engaging the aforementioned inlet and exhaust side rocker shafts 3 7, 3 8 The cylinder head 17 is locked and fixed. With the structure described above, the inlet and exhaust side rocker shafts 3 7 and 3 8 can be assembled on the cylinder head 17 and prevent the intake and exhaust side from rocking. The arm shafts 3 7, 3 8 move in the axial direction. On one end of the intake-side rocker arm 39 which is swingably supported by the intake-side rocker arm shaft 3 7, a tappet screw 5 3 abutting on the upper end of the intake valve 2 7 is screwed in an adjustable forward and backward position. On the other end of the intake-side rocker arm 39, a roller 54 which is in contact with the intake-side cam 47 in a large area is supported. The “intake side rocker arm 39” is based on the rotation of the camshaft 36 and corresponding to the operating characteristics derived from the cam specifications of the intake side cam 4 7 to drive the intake valve 2 7 to open and close to form a swing. Actions. On one end of the exhaust-side rocker arm 40 supported by the exhaust-side rocker arm shaft 3 8 freely swingable, a tappet screw 5 abutting on the upper end of the exhaust valve 2 8 is screwed in an adjustable forward and backward position. 5. At the other end of the exhaust-side rocker arm 40, a roller 56 which is in contact with the exhaust-side cam 48 at a large area is supported by the shaft. A roller 56 is integrally provided adjacent to the axial direction of the roller 56. The abutting convex portion 57 as the second abutting portion. The cylinder head 17 is provided with: an intake-side rocker arm 3 9 can be installed on the intake-side rocker arm shaft 3 7; a bushing 3 1 can be installed on the upper end of the intake valve 2 7; and a valve spring 3 3 Install the opening 5 8 between the bushing 31 and the cylinder head; and the exhaust side rocker arm 40 can be installed on the exhaust side rocker shaft 3 8 and the bushing 3 2A-12- (9 ) (9) 200404947 is mounted on the upper end of the exhaust valve 2 8 and the opening 5 9 ′ between the valve spring 3 4 and the bushing 3 2 and the cylinder head is formed by combining the openings 5 8 and 5 9 described above. Covers 60 and 61 at the cylinder head 17 are closed. In FIGS. 4 to 6, “the pressure reducer cam 65 slidingly contacting the abutting convex portion 57 of the exhaust-side rocker arm 40 in the compression stroke is arranged adjacent to the cam shaft 36 in a coaxial manner. At the position of the exhaust cam 48, the cylinder head 17 supports a stator 69 having a rotating electromagnetic coil 66 integrated with the pressure reducer wheel 65, and is positioned between the camshaft 36 and the pressure reducer cam 65. A one-way clutch 67 is provided. The pressure reducer cam 65 and the one-way clutch 67 are assembled to the cylinder head 17 from the aforementioned openings 5 8 and 59 after being assembled to the cam shaft 36 and the cam shaft 36. The pressure reducer cam 65 is formed in a ring shape around the camshaft 36, and has a bulge portion 6 5 a bulging outward in the radial direction in a part of the outer circumferential direction. The roller 5 6 slides on the exhaust side during the compression stroke. In the state of the base circular portion 48a (refer to FIG. 6) of the cam 48, when the aforementioned raised portion 65a slides into contact with the abutting convex portion 57, the exhaust-side rocker arm 40 will generate the roller 56 The base circle 48a swings upward. The one-way clutch 67 is disposed between the camshaft 36 and the pressure reducer cam 65, and surrounds the camshaft 36 coaxially. The one-way clutch 67 includes an annular roller having support holes 71 between the inner and outer peripheral surfaces. The support member 7 2; and an inclined surface 7 3 a which is inclined forward of the cam shaft 36 in the tangential direction of the rotation direction of the cam shaft 36 on the outer side of the radial direction of the cam shaft 36 and is disposed at the engagement of the inner periphery of the pressure reducer cam 65 The recessed portion 73 can be engaged with the inclined surface 7 3 a by the rear side along the rotation direction of the camshaft 36, and is partially accommodated by the aforementioned engagement -13- (10) (10) 200404947 The recessed portion 7 3 can be stored freely The roller 74 rotatably supported by the support hole 71 and the outer periphery of the camshaft 36 are provided so as to abut against the roller 74 protruding from the inner periphery of the roller support member 72 toward the roller 74 during the compression stroke. A protruding portion for pressing the roller 74 to float toward the above-mentioned engaging recessed portion 73; and a pressing convex portion 75 provided between the roller supporting member 72 and the pressure reducer cam 65, so that the pressure reducer cam 6 5 Acts on the spring force in the same direction as the rotation direction of the aforementioned camshaft 36 Clutch spring 76 〇 The pressing convex portion 75 is provided at a portion corresponding to the support hole 71 of the roller supporting member 72 by forming a C-shaped groove 7 8 around the outer periphery of the cam shaft 36. Portions other than the C-shaped grooves 78 and 8 protrude outward in the radial direction to form pressing protrusions 75. On the other hand, the roller support member 72 which maintains a certain interval in the outer circumferential direction of the support hole 71 is provided with an extension wing portion 72a protruding from the outer periphery toward the outside in the radial direction, and a receiving recess 79 receiving the extension wing portion 72a is provided. On the inner periphery of the pressure reducer cam 65. The one-way clutch 76 is accommodated in the receiving recess 799 in a manner of being compressedly disposed between the extending wing portion 7 2 a and the pressure reducer cam 65. The one-way clutch 76 is corresponding to the cam shaft. In the compression stroke of 3 to 6 rotation, even if the convex portion 7 5 is pressed to push the roller 7 4 upward as shown in FIG. 6, the electromagnetic attraction force of the rotating electromagnetic coil 6 6 does not act on the pressure reducer cam 6 5. In the state, the pressure reducer cam 65 can still be urged forward by the clutch spring 76 in the rotation direction 77 of the cam shaft 36, so that the roller 74 can be freely abutted against the inclined surface 7 3 α of the engagement recess 7 3 Turning, -14- (11) (11) 200404947 keeps the power transmission between the pressure reducer cam 65 and camshaft 36 blocked. Therefore, the pressure reducer cam 65 can be kept stationary without being affected by the rotation of the camshaft 36, and the roller 5 6 slidingly connected to the exhaust cam 4 8 causes the exhaust valve 2 8 to correspond to the exhaust cam 4 8 The cam characteristics form opening and closing. In addition, once the rotating electromagnetic coil 66 is excited, it will cancel the spring force of the clutch spring 76, and the pressure reducer cam 65 will rotate in the direction opposite to the rotation direction 77 of the cam shaft 36, and the cam shaft 36 will only press the convex The roller 7 4 pushed upward by the part 7 5 falls between the inclined surface 7 3 a of the engaging recess 7 3 and the pressing convex part 7 5, and the rotational force of the cam shaft 36 is transmitted to the pressure reducer cam 6 5 By abutting the convex portion 5 7 slidingly contacting the pressure reducer cam 6 5, the exhaust valve 28 can be caused to open the valves during the compression stroke, thereby releasing the engine compression pressure when the engine starts. The rotating electromagnetic coil 66 is a member that cancels the spring force of the clutch spring 76 by using the electromagnetic force generated when the excitation is formed, and causes the pressure reducer cam 65 to rotate in the opposite direction to the rotation direction 77 of the cam shaft 36. The rotor 68, which surrounds the camshaft 36, and the stator 69, which is fixedly arranged to surround the rotor 68, and the aforementioned pressure reducer cam 65 is integrally provided to the rotor 68. In FIG. 7, the stator 69 is formed on the same axis of the camshaft 36 and has an opening in the radial direction. The stator 69 has a U-shaped cross section, and is composed of an iron core 80 and a coil 82. The stator socket 83 for supporting the iron core 80 is locked and fixed to the cylinder head 17. The aforementioned plural positions of the iron core 80 are equidistant in the circumferential direction, for example, two opposite sides of the four positions shown in the figure are respectively provided with a pair of -15- (12) (12) protruding toward the inside of the radius. 200404947 A pair of protruding portions 80a and 80a, and the coil 82 is received in the iron core 80 after being wound around the spool 81. The rotor 68 is located between the stator 69 and the camshaft 36, and is wound around the same axial center of the camshaft 36, forming a ring shape, and maintaining an equal distance in the outer circumferential direction of the rotor 68. The number of projections 68 a, 68 a, ... which are the same as the number of the projections 80 a, 80 a ... provided in the stator 69 is provided, and the projections 68 a, 68 a ... project outward in the radial direction. In the standby state, as shown in FIG. 8 (a), the rotating electromagnetic coil 66 causes the plurality of protruding portions 6 8 a ... provided in the rotor 6 8 to follow the rotation direction 7 of the cam shaft 36. 7 The part on the rear side corresponds to the plurality of protrusions 8 0 a in the stator 6 9 along the rotation direction of the cam shaft 3 6 7 7 The part on the front side determines the relative rotation of the rotor 6 8 and the stator 6 9 position. Once the coil 8 2 is energized, it will act on the projections 68a ... of the rotor 68. The electromagnetic attraction force shown by the arrow in Fig. 8 (b) will make the rotor 68 as a whole. Number 84 indicates a torque opposite to the direction of rotation 77 of the camshaft 36. With this torque, the rotor 68 can be rotated in the direction indicated by the arrow 84, thereby turning the one-way clutch 67 into an ON state, and the rotational power of the camshaft 36 is transmitted to the rotor 68 through the one-way clutch 67 until the rotor 68 and the When the camshaft 36 reaches the position shown in FIG. 8 (c), that is, when it is rotated 26.5 degrees, it will act on the projections 68a ... of the rotor 68 opposite to each other as shown by arrows. 'Reset the torque acting on the entire rotor 68 to zero. By the action of the one-way clutch 67 in the ON state, the rotor-16 · (13) (13) 200404947 6 8 and the camshaft 3 6 are rotated together to the position shown in Fig. 8 (d), which means When turning 5 5 degrees, as shown by the arrow, a torque in the same direction as the rotation direction 77 of the camshaft 36 is generated at each of the protruding portions 68 a... Of the rotor 6 8. 6 8 The entire torque acts in the same direction as the camshaft 3 6, whereby the aforementioned one-way clutch 67 can be brought into an OFF state. A stopper 72b is integrally provided at the aforementioned roller supporting member 72 to protrude outward in the radial direction. In addition, the stator 69 supporting the rotating electromagnetic coil 66 is fixed to the stator seat 8 3 of the cylinder head 17 of the engine body 14, and is formed so as to be able to bear a certain interval in the outer circumferential direction of the camshaft 36. A pair of restricting surfaces 85 and 86 are connected to the stopper 72b for restricting the rotation range of the roller supporting member 72, and a front end of the stopper 72b is provided with a resilient contact with the aforementioned restricting surfaces 8 5 and 86. O-ring 8 7 〇 A return spring 8 8 is provided between the roller support member 72 and the stator holder 83 to urge the roller support member 7 2 in the direction opposite to the rotation direction 7 7 of the cam shaft 36, In a state where the power of the one-way clutch 67 is blocked, the stopper 72b can be pressed toward the restricting surface 85 by the spring force of the return spring 88. Next, the function of this embodiment will be described with reference to FIGS. 9 to 14. When the engine is started, when the exhaust valve 28 is forcibly opened during the compression stroke to release the compression pressure of the engine, the rotating solenoid coil 6 6 will generate excitation. In this way, as shown in FIG. 9, the spring force of the clutch spring 76 will be canceled and the pressure reducer cam 65 will generate 77 phases from the rotation direction of the cam shaft 36 -17 (14) (14) 200404947 in the opposite direction When the pressing protrusion 7 5 of the camshaft 36 pushes the roller 74 upward during the compression stroke, the roller 74 is sandwiched between the inclined surface 7 3 a of the engaging recess 73 and the pressing protrusion 7 5 Between them, the rotational power of the camshaft 36 is transmitted to the pressure reducer cam 65. According to the method described above, when the camshaft 3 6, the roller support member 72 and the pressure reducer cam 65 are rotated 20 degrees from the state shown in FIG. 9 to form the state shown in FIG. 10. , The abutting convex portion 5 7 abutting on the raised portion 6 5 a of the decompression benefit cam 6 5 forms a sliding contact, and the roller 5 6 is moved from the base round portion 4 8 a of the exhaust-side cam 4 8 Ascending, the exhaust-side rocker arm 40 swings, and the exhaust valve 28 opens. When the camshaft 36 is rotated by 50 ° from the state shown in FIG. 9, as shown in FIG. 11, the abutting convex portion 5 7 will be slid onto the bulge of the pressure reducer cam 65. The position of the down-tilt portion of the portion 65a ends the swing of the exhaust-side rocker arm 40, and the exhaust valve 28 is closed. Next, as shown in FIG. 12, when the cam shaft 36 continues to rotate and the stopper 72 b comes into contact with the restricting surface 86 of the stator holder 83, the roller supporting member 72 can be prevented from moving in the direction of rotation 7 7. Turn. Thereby, although the camshaft 36 can be rotated independently of the pressure reducer cam 65 and the roller support member 72, rotating the rotor 6 8 and the pressure reducer cam 65 of the electromagnetic coil 66 will cause Inertia or rotation of the rotating electromagnetic coil 66 due to the torque traveled by the rotating electromagnetic coil 66 in the state of being continuously excited, it is rotated about 5 degrees in the rotation direction 7 7. For this reason, the state in which the roller 74 is sandwiched between the inclined surface 73a and the pressing projection can be released, and the state in which the power of the one-way clutch 67 is blocked can be released. As described above, the rotating electromagnetic coil 6 6 -18- (15) (15) 200404947 is excited during the compression stroke, and the one-way clutch 67 is connected to the pressure reducer cam 65 and the cam shaft 36. At this time, the abutting convex portion 5 7 can be slidably connected to the pressure reducer cam 65 that rotates together with the camshaft 3 6 and the exhaust valve 28 can be opened. Therefore, the startability of the engine can be improved in accordance with the release of the compression pressure of the engine. In addition, the electromagnetic force formed by the rotating electromagnetic coil 66 only needs to be able to rotate the rotor 68 to promote the one-way clutch 67 to a power transmission state. Therefore, a smaller rotating electromagnetic coil may be used. Furthermore, since the pressure reducer cam 65 is integrally provided on the rotor 68 of the rotating electromagnetic coil 66, it is not necessary to additionally provide a link mechanism in the conventional technology. Furthermore, since the one-way clutch 67 is in a state of power transmission only during the compression stroke, the timing of releasing the compression pressure can be controlled without a sensor. When the spring force of the clutch spring 76 of the one-way clutch 67 is weakened, the rotor 68 and the pressure reducer cam 65 rotate in a direction opposite to the rotation direction 77 of the cam shaft 36, because the cam shaft 36 is pressed by the convex portion 7 5 The roller 74, which is pushed upward, is sandwiched between the inclined surface 73a of the engaging recessed portion 73 and the pressing convex portion 75, so that the rotational power of the camshaft 36 is transmitted to the pressure reducer cam 65, and rotates electromagnetically. The electromagnetic force formed by the coil 6 6 can only offset the spring force of the clutch spring 7 6 and cause the rotor 6 8 and the pressure reducer cam 6 5 to rotate in a direction opposite to the rotation direction 7 7 of the cam shaft 3 6. Therefore, the miniaturization of the rotating electromagnetic coil 66 can be further achieved. In addition, reducing the size that causes the rotor 6 8 and the pressure reducer cam 65 to rotate in an opposite direction to the rotation direction 7 7 of the cam shaft 36 can simplify the structure of rotating the electromagnetic coil 6 6. In other words, the stator 69 is composed of a simple structure, which has a plurality of -19- (16) (16) 200404947 spaced apart from each other at the same distance in the outer circumferential direction. The iron core 80 protruding from the radial direction with inner protruding portions 80a, 80a ...; and the coil 8 2 wound around the bobbin 81 and housed in the iron core S 0, and the rotor 6 8 ′ is also separated in the outer circumferential direction. A simple structure is provided at a plurality of positions at the same distance, with protruding portions 68a, 68a,... Protruding inward in the radial direction. The stator 69 of the rotating electromagnetic coil 66 is supported by a stator bearing 8 3 fixed to the cylinder head 17 of the engine body 14, and can abut against the stopper 7 2 b provided on the roller supporting member 7 2. The pair of restricting surfaces 8 5 and 8 6 are formed on the stator bearing 8 3 at a certain interval in the outer circumferential direction of the cam shaft 36 that can restrict the rotation range of the roller supporting member 72, and are supported on the rollers. Between the member 72 and the stator holder 83, a return spring 88 capable of urging the roller supporting member 72 in a direction opposite to the rotation direction 77 of the camshaft 36 is provided. According to the above-mentioned structure, the roller supporting member 72 can be attached with The angle of rotation of the camshaft 3 6 is limited to a certain range, and the one-way clutch 6 7 can block the pressure reducer cam 6 5 and the camshaft 3 6 according to the rotation of the roller support member 7 2 within a certain range. As shown in FIG. 12, the power transmission between the roller support members 7 2 and the pressure reducer cam 65 can be returned to the original positions by the return spring 8 8. The pressure reducer cam 65 and the roller support member 72 are surely returned to the initial position. The stopper 7 2 b is provided on the roller supporting member 7 2 so as to protrude outward in the radial direction. Since the stopper 7 2 b is provided with one pair of restriction surfaces 8 that can elastically contact the stator bearing 8 3 5, The O-ring 8 7 of 8 6 can suppress the sound made when the stopper 72 b hits the restriction surfaces 85 and 86 as much as possible. -20 · (17) (17) 200404947 When starting the engine before the compression stroke, as shown in Fig. 13, the decompression will start from the decompression to set the angle, that is, pressing the convex part 7 5 and starting to contact the roller 7 4 Compared with the non-decompression state, the combustion chamber pressure is increased as shown by the dashed line, and the combustion chamber pressure is reduced as shown by the solid line in the decompressed state, so the engine start can be improved. Sex. In contrast, when the engine is started during the compression stroke, as shown in FIG. 14, during the compression stroke after the decompression start setting angle is exceeded, the pressure is reduced by pressing the convex portion 7 5 toward the roller 7 4 Starting in the contact mode, compared to the non-reduced state, the combustion chamber pressure increases as shown by the dashed line. Since the combustion chamber pressure can be reduced as shown by the solid line in the reduced pressure state, the engine start can be improved. Sex. The above is only used to explain the embodiments of the present invention, and the present invention is not limited to the above embodiments. As long as it does not deviate from the content recorded in the scope of patent application of the present invention, various design changes can be made. For example, the present invention is also applicable to a pressure reducing device for forcibly opening an intake valve 2 7 by using a pressure reducer cam 65 arranged adjacent to the intake side cam 4 7 during a compression stroke. (Effects of the Invention) As described above, according to "the content described in the first patent application scope of the present invention", the excitation generated by rotating the electromagnetic coil during the compression stroke can be coupled with the one-way clutch connected to the pressure reducing cam and the Between the camshafts, the exhaust valve or the intake valve is caused to open, thereby releasing the compression pressure of the engine to improve the startability of the engine. In addition, the electromagnetic force generated by rotating the electromagnetic coil is only required to make the one-way clutch into a power transmission state and cause the rotor to rotate, so a smaller rotating electromagnetic coil can be used, and Since the decompression gas convex is a rotor provided integrally with the rotating electromagnetic coil, a link mechanism in the conventional technology is not required. Furthermore, the one-way clutch is in a state of power transmission only during the compression stroke, so the timing of releasing the compression pressure can be controlled without the inductor. According to the content described in item 2 of the scope of the patent application, as long as the electromagnetic force generated by rotating the electromagnetic coil can cancel the spring force of the clutch spring and cause the rotor and the reducer cam to rotate in a direction opposite to the direction of rotation of the cam shaft, The size of the rotating electromagnetic coil can be further reduced. In addition, the angle that causes the rotor and the pressure reducer cam to rotate opposite to the rotation direction of the cam shaft can be reduced, thereby simplifying the structure of the rotating electromagnetic coil. According to the content described in item 3 of the scope of the patent application, the angle of the roller support member with the cam shaft rotation can be limited to a certain range, and the one-way clutch can be rotated according to the above-mentioned certain range of the roller support member. The power transmission between the pressure reducer cam and the camshaft is blocked, and the roller supporting member and the pressure reducer cam are returned to the original positions by the return spring. When the next engine starts, the pressure reducer cam and the roller can be restored. The pillar support member is surely returned to the initial position. According to the content described in item 4 of the scope of patent application, the sound produced when the stopper hits the restriction surface can be suppressed as much as possible. [Schematic description] Figure 1: Vertical section of the main part of the engine. • 22- (19) (19) 200404947 Figure 2: Section 2-2 of Figure 1. Figure 3: Section 3-3 in Figure 1. Figure 4: An enlarged view of the part indicated by arrow 4 in Figure 1. Figure 5: Section 5-5 in Figure 4. Figure 6: Section 6-6 of Figure 4. Figure 7: Section 7-7 sectional view of Figure 4. Fig. 8 is a sectional view for explaining the operating state of the rotating electromagnetic coil and corresponding to Fig. 7; Fig. 9: A sectional view corresponding to Fig. 6 in a sure initial state of the one-way clutch. Fig. 10: A sectional view corresponding to Fig. 6 in an initial state where the exhaust valve is opened by the pressure reducer. Fig. 11: A sectional view corresponding to Fig. 6 in a state where the exhaust valve is opened by the pressure reducer. Fig. 12: A sectional view corresponding to Fig. 6 when the roller supporting member and the pressure reducer cam are returned to their original states. Fig. 13: An explanatory diagram for explaining the initial stage of decompression when the engine is started before the compression stroke. Fig. 14: An explanatory diagram for explaining the initial stage of decompression when the engine is started during the compression stroke. [Comparison table of main components] 14: Engine body 17: Cylinder head -23- (20) 200404947 28: Exhaust valve 3 6: Convex A m shaft 40: Exhaust side rocker arm 48 as cam follower: As Exhaust-side cam 56 of the valve driving cam • Roller 5 as the first contact portion 7: Contact projection as the second contact portion 65: Pressure reducer cam 66: Rotating solenoid 67: Unidirectional Clutch 68: Rotor 69, 一 • 疋 子 7 1: Support hole 72: Roller support member 72b: Stopper 73 • Engagement recess 73a: Inclined surface 74: Roller 75: Pressing projection 76: Clutch spring 77: slamming ^ m-axis rotation direction 83 •, 丄 ”• shuttlecock holder 85, 86: restricting surface 87: 0 ring 88: reset bow early spring
-24--twenty four-