1221173 Π) 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i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)1221173 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)1221173 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 前述滾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 寶力的離合器彈簧，則述旋轉電磁線圈，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)1221173 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。 申請專利範圍第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 轉動範圍而可抵接於前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)1221173 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說 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 0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1 3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) (6)1221173 、及與該汽缸本體1 6結合的汽缸頭1 7。而活塞1 9則可 自由滑動地嵌合於設置在汽缸本體1 6的汽缸內腔1 8內， 而面對該活塞1 9頂端的燃燒室2 0，則形成於汽缸本體1 6 與汽缸頭1 7之間。此外，再汽缸頭1 7的上部形成有活動 閥室2 1。 在汽缸頭1 7處設有：面向燃燒室2 0頂面的進氣閥口 2 2 ;和在汽缸頭1 7另一側面形成開口，並連通前述進氣 閥口 2 2的進氣埠2 4 ;和面向前述燃燒室2 0頂面的排氣 閥口 23 ;及在汽缸頭1 7另一側面形成開口，並連通前述 進氣閥口 23的進氣埠25，並安裝有面向燃燒室20的火 星塞26。 在汽缸頭17處嵌合固定有：用來引導可開閉進氣閥 口 22的進氣閥27之開閉動作的導筒29;及用來引導可 開閉進氣閥口 2 3的進氣閥2 8之開閉動作的導筒3 0。在 設置於由導筒2 9朝活動閥室2 1側突出之進氣閥2 7上端 的襯套3 1與汽缸頭1 7之間，壓縮設置有朝進氣閥2 7上 方，也就是閉閥方向形成彈壓的閥簧3 3。此外，在設置 於由導筒3 0朝活動閥室2〗側突出之排氣閥2 8上端的襯 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3 4。 接著加入第3圖一起參考，在活動閥室2 1中，收納 著用來驅動進氣閥2 7及排氣閥2 8開閉的活動閥裝置3 5 ，該活動閥裝置3 5具備：可自由轉動地支承於汽缸頭1 7 的凸輪軸36;和位於凸輪軸36上方與凸輪軸36保持平 • 10- (7) (7)1221173 行，且被支承於汽缸頭1 7的進氣側搖臂軸3 7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fj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 17°緊鄰凸輪軸36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4 4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4 7、及對應於排氣側搖臂4 0，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I 7 ; 和滾珠軸承42、43安裝於汽缸頭17 ;及將從動鏈輪45 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3 6保持同軸地貫穿凸輪軸3 6及汽缸頭1 7，並藉由該 螺栓5 1旋鎖於前述蓋5 0，可將蓋5 0固定於汽缸頭1 7。 -11 -1221173 Π) 发明 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] A pressure reducing device using an electromagnetic coil, such as Japanese public open publication No. 62-1 3 5 8 06, and Japanese Unexamined Patent Publication No. 4- 1 4 8 0 08, which are well known to the public, are described in the aforementioned publications. 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 item i of the scope of patent application is characterized in that it is provided with: an exhaust valve or an intake valve connected to form an interlock; and a first contact portion and a second contact portion. A cam follower; a cam shaft provided with a valve driving cam slidingly connected to the first abutting portion; and -5 (2) (2) 1221173 rotatable on the same axis as the cam shaft A rotating electromagnetic coil of the rotor; and a pressure reducer cam which can be slidably contacted with the second abutting portion during the compression stroke and integrated with the rotor; and which is generated by the excitation of the rotating electromagnetic coil during the compression stroke The one-way clutch connecting the pressure reducer cam and the camshaft with 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 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 accommodated. ) 1221173 After being engaged with the engaging recess, the roller is rotatably supported by the support hole; and it can abut against the protrusion of the roller from the inner periphery of the roller support member during the compression stroke. The roller is pushed up toward the engaging recessed portion side, and is provided on the pressing convex portion on the outer periphery of the camshaft; and it is provided between the roller support member and the pressure reducer cam, so that the reduction can be achieved. A clutch spring of a spring force that is pressed by a pressurer cam in the same direction as the rotation direction of the camshaft, when the magnetic coil is excited, it can emit a spring force that can cancel the spring of the clutch spring, thereby promoting the pressure reduction. The electromagnetic force of the actuator cam and the rotor is turned in a direction opposite to the rotation direction of the cam shaft. 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. It will enter between the inclined surface of the engaging recessed part and the aforementioned pressing convex part, and transmit the rotation power of the camshaft to the pressure reducer cam, so (4) (4) 1221173 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. As long as the electromagnetic force from the rotating electromagnetic coil can offset the spring force of the clutch spring and cause the rotor and the reducer cam to rotate in the opposite direction to the cam shaft, the size of the rotating electromagnetic coil can be further reduced and reduced. The rotor and the pressure reducer cam are caused to rotate at an angle opposite to the rotation direction of the cam shaft, thereby simplifying the structure of the rotating electromagnetic coil. The invention described in item 3 of the patent application scope, such as the engine pressure reduction device described in item 2 of the patent application scope, 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 supporting member, and a pair of restricting surfaces that can abut the stopper in order to limit the rotation range of the roller supporting member are formed on the stator bearing and are in the outer peripheral direction of the camshaft. At a certain distance, a return spring is provided between the roller support member and the stator support, and the roller support member can urge the roller support member in a direction opposite to the rotation direction of the cam shaft. Can limit the angle of the roller support member with the camshaft rotation within a certain range, and the one-way clutch will block the power between the pressure reducer cam and the camshaft according to the rotation of the roller support member within a certain range Transmission, and the role of the return spring is to return the roller support member and the pressure reducer cam to their original positions to determine the next time the engine starts, the pressure is reduced. 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) 1221173 The above-mentioned stopper which is arranged 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 collision with the stopper can be suppressed as much as possible. The sound produced by the face. [Embodiment] Next, this embodiment will be described based on one of the embodiments of the present invention shown in the drawings. 1 to 14 are diagrams showing an embodiment of the present case, wherein FIG. 1 is a longitudinal section of a main part of the engine, FIG. 2 is a cross-sectional view taken along line 2-2 of FIG. 1, and FIG. Figure 3 is a sectional view taken along line 3, 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. Line sectional view 'FIG. 7 is a sectional view taken along line 7-7 of FIG. 4, and FIG. 8 is a sectional view for explaining the operating state of the rotating electromagnetic coil and corresponding to FIG. 7' FIG. 9 is a view of a one-way clutch In the exact initial state, the sectional view corresponding to FIG. 6 'FIG. 10 is a sectional view corresponding to FIG. 6 in the initial state when the exhaust valve is opened by the pressure reducer, and FIG. 11 is In the end state where the exhaust valve is opened by the pressure reducer, the sectional view corresponding to FIG. 6 is shown in FIG. 12 and the roller supporting member and the pressure reducer cam are returned to the original state. Sectional diagram 'Figure 13 is used to explain the initial stage of decompression when the engine is started before the compression stroke' Figure 14 is used to illustrate the compression stroke process, When the engine is started the initial pressure. FIG. 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) (6) 1221173 coupled to the crankcase 15, and the cylinder body. 1 6 combined cylinder head 1 7. The piston 19 is slidably fitted in the cylinder cavity 18 provided in the cylinder body 16 and the combustion chamber 20 facing the top of the piston 19 is formed in the cylinder body 16 and the cylinder head Between 1 and 7. In addition, a movable 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 port 2 2 facing the top surface of the combustion chamber 20; and an intake port 2 formed on the other side of the cylinder head 17 and communicating with the aforementioned intake valve port 22 4; and an exhaust valve port 23 facing the top surface of the combustion chamber 20; and an opening is formed at the other side of the cylinder head 17 and communicates with the intake port 25 of the intake valve port 23, and is installed facing the combustion chamber 20 of Mars plug 26. At the cylinder head 17 are fitted and fixed: a guide cylinder 29 for guiding the opening and closing action of the intake valve 27 that can open and close the intake valve port 22; and an intake valve 2 for guiding the openable and closable intake valve port 2 3 8 of the opening and closing of the guide tube 30. Between the bushing 3 1 and the cylinder head 1 7 provided at the upper end of the intake valve 2 7 protruding from the guide cylinder 29 toward the movable valve chamber 2 1 side, the compression valve is arranged above the intake valve 27 and closed. A valve spring 33 is formed in the valve direction. In addition, between the liner 32 and the cylinder head 17 provided on the upper end of the exhaust valve 28 protruding from the guide cylinder 30 toward the movable valve chamber 2 side, the upward direction of the exhaust valve 28 is compressed and installed, that is, the valve is closed. The direction of spring valve spring 3 4 is formed. Next, referring to FIG. 3, the movable valve chamber 21 contains a movable valve device 3 5 for driving the intake valve 27 and the exhaust valve 28 to open and close. The movable valve device 35 includes: A camshaft 36 rotatably supported by the cylinder head 17; and above the camshaft 36 to be level with the camshaft 36 • 10- (7) (7) 1221173 rows and supported by the intake side of the cylinder head 17 The arm shaft 37 and the exhaust-side rocker shaft 38; and the intake-side rocker arm 39 supported by the intake-side rocker arm shaft 37 in a swingable manner; and the intake-side rocker arm in a swingable manner The intake side rocker arm 40 supported by the shaft 38. The camshaft 3 6 is a flat fj connected to a crankshaft (not shown in the drawing) of the piston 19 through a connecting rod 4 1 'and is maintained at a certain interval in the axial direction at 2 positions', and is freely rotatable by a ball bearing 4 2 , 4 3 The cam chain chamber 44 supported by the cylinder head 17 ° 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 It is tied in the cam chain chamber 4 4 to form a consolidation with the driven sprocket 45. 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, which corresponds to the intake-side rocker arm 39, and the exhaust-side cam 48, which corresponds to the exhaust-side rocker arm 40, and serve as a valve driving cam. The cylinder head 17 is provided with an opening portion 49 coaxial with the camshaft 36, and the opening portion 49 is used for: the aforementioned camshaft 36 is mounted on the cylinder head I7; and the ball bearings 42, 43 are mounted on the cylinder head 17; and The driven sprocket 45 is attached to one end of the camshaft 36, and the opening 49 is closed by the cover 50. In addition, the bolt 5 1 located at the other end of the camshaft 3 6 and having the engaging head 5 1 a engaged with the outer side of the cylinder head 17 is inserted through the camshaft 3 coaxially with the camshaft 3 6 6 and the cylinder head 17 and the bolt 51 can be screwed onto the cover 50 to fix the cover 50 to the cylinder head 17. -11-
1221173 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4 9側嵌合於汽缸頭1 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]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3 9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4 7形成大面積接觸的滾子5 4。換 言之，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 〇的另一端 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 在該滚子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女裝於排熱側搖臂軸3 8、和將襯套3 2安 -12-1221173 The aforementioned inlet and exhaust side rocker shafts 3 7, 3, 8 are parallel to the cam shaft 36, and are fitted to the cylinder head 1 7 through the opening portion 4 9 side, and are engaged with the ball bearing 4 2 outer ring At the end, the engaging plate 5 2 sandwiched between the outer ring and the cylinder head] 7 is also locked and fixed to the cylinder head 1 after being engaged with the aforementioned inlet and exhaust side rocker arm shafts 3 7 and 3 8. 7. With the above structure, the intake and exhaust side rocker shafts 3 7, 3, 8 can be assembled in the cylinder head 17, and the intake and exhaust side rocker shafts 3, 7, 8 can be prevented from Axial movement. At one end of the intake-side rocker arm 3 9 supported by the intake-side rocker arm shaft 3 7 so as to be freely swingable, a tappet screw 5 abutting the upper end of the intake valve 2 7 is screwed in an adjustable forward and backward position. 3. At the other end of the intake-side rocker arm 39, a roller 5 4 which makes large-area contact with the intake-side cam 47 is supported. In other words, the intake-side rocker arm 39 is configured to drive the intake valve 27 to open and close according to the rotation of the camshaft 36 and corresponding to the operating characteristics derived from the cam specifications of the intake-side cam 47. . 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 Insert the opening 5 8 between the bushing 31 and the cylinder head; and the exhaust side rocker arm 40 can be worn on the heat exhaust side rocker shaft 3 8 and the bushing 3 2A-12-
1221173 裝於排氣閥2 8上端、和將閥簧3 4裝入襯套3 2與汽缸頑 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6 6的定子6 9，並於凸輪軸3 6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3 6後，與凸輪軸3 6 —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 4 8 a (請參考第6圖）的狀態下，當前述隆起部6 5 a滑接 於抵接凸部5 7時，將使排氣側搖臂4 0產生令前述滾子 5 6由前述基圓部4 8 a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71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)1221173 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7 4 ;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7 2內周朝前述滾柱7 4突出 的突出部分，促使該滾柱7 4朝前述卡合凹部7 3側上浮的 按壓凸部7 5 ;及設置於前述滾柱支承構件7 2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 ° 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7 5。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7 2 a，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67，在對應於凸輪軸36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74向 上推壓，在旋轉電磁線圈66之電磁吸引力不作用於減壓 器凸輪65的狀態下，減壓器凸輪65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74可不抵接於卡合凹部73的傾斜面73a地自由轉動， -14- (11) (11)1221173 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6 5可不受凸輪軸3 6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 3 6之轉動方向7 7相反的轉動，並使被凸輪軸3 6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65 ’藉由抵接凸部57滑接於減壓器凸輪65 ，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6 6，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3 6的轉動方向7 7之反向轉動的構件，其具備 :同軸環繞著凸輪軸3 6的轉子68、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8 0及線圈8 2所構成’而用來支承鐵芯 8 0的定子承座8 3則鎖定固定於汽缸頭1 7。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)1221173 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 前述凸輪軸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80a、80a...數量相同，旦朝半徑方向外側 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8 4所指的方向上轉動，進而使單向離合器6 7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6 8 ’直到轉子6 8與凸輪軸3 6抵達第8圖（c )所示的位置，也就是當轉動2 6 · 5度時，將會於轉子6 8 所具備之各突出部6 8 a…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6 8全體的扭矩歸零。 藉由形成ON狀態之單向離合器6 7的作用，使轉子 -16- (13) (13)1221173 68與凸輪軸36 —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68a…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 OFF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7 2 b。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I?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72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0型環8 7 〇 在滾柱支承構件7 2與定子承座8 3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76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)1221173 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7 4時，該滾柱7 4將被包夾於卡合凹部7 3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〗〇圖所示之狀態的過程中，將使抵 接於減壓器凸輪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繼續旋轉，由第9圖所示的狀態轉動5 〇 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72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65及滾柱支承構件72之外產生轉動，但是旋轉電磁線 圈66的轉子68及減壓器凸輪65，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77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6 7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66 -18- (15) (15)1221173 產生激’再加上單向離合器6 7連結於減壓器凸輪6 5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6 6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6 7 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。 早向離合益67當其離合：gs〗早黃76的彈寶力被削弱而 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 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，而旋轉電磁線圈6 6，其所形成的電磁 力只需能抵消離合益？早黃7 6之彳早賛力並使轉子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66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66的結構。換言之，定子69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)1221173 置的兩側，成對地突設有朝半徑方向內側突出之突出部 8〇a、8 0a...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72之擋塊72b的一對限制面85、86，則是在 可限制滾柱支承構件72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3 6之旋轉方向7 7相反方向彈壓的複位彈簧8 8 〇 根據上述的結構，可將滾柱支承構件72隨著凸輪軸 36轉動的角度限制在之定的範圍內，且單向離合器67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65與滾柱支承構件72確實地回到初始位置。 擋塊72b，是在滾柱支承構件72上設成朝其半徑方 向外側突出，由於擋塊72b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0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)1221173 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75朝滾柱74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47之減壓器凸輪65來強制進氣閥27 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)1221173 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 向離合益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)1221173 第 第 第 第 第 第 第 第7圖 第 第6圖 第 應於第 第 應於第 第 狀態下 第 時之減 第 啓動時 2圖： 3圖： 4圖： 5圖： 6圖： 7圖： 8圖： 的剖面 9圖： 的剖面 10圖 6圖的 11圖 6圖的 12圖 ，對應 13圖 壓初期 14圖 之減壓 第1圖的2 · 2線剖面圖。 第1圖的3 - 3線剖面圖。 第1圖中箭號4所指部位的放大圖 第4圖的5 - 5線剖面圖。 第4圖的6 - 6線剖面圖。 第4圖的7 · 7線剖面圖。 且對應 對應於 用來說明旋轉電磁線圈之作動狀態 圖。 在單向離合器之確實的起始狀態下 圖。 :在由減壓器開啓排氣閥的起始狀態下，對 剖面圖。 :在由減壓器開啓排氣閥的結束狀態下，對 剖面圖。 :在滾柱支承構件及減壓器凸輪回覆至原來 於第6圖的剖面圖。 :用來說明於壓縮行程之前，當引擎被啓動 的說明圖。 :用來說明在壓縮行程的過程中，當引擎被 初期的說明圖。 【主要元件對照表】 14 :引擎本體 17 :汽缸頭 -23- (20)1221173 28 :排 氣 閥 3 6 :凸 輪 軸 40 :作 爲 凸 輪 從 動 件 的 排 氣 側 搖 臂 48 :作 爲 閥 驅 動 用 凸 皁冊 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 • >t~—f • 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 輪 軸 的 旋 轉 方 向 83 :定 子 承 座 85、86 :限 制 面 87 ：0 型 rm 88 :復 位 彈 簧1221173 is installed at the upper end of the exhaust valve 2 8 and the valve spring 3 4 is inserted into the opening 5 9 between the bushing 3 2 and the cylinder. The openings 5 8 and 5 9 are combined with the cylinder head 1. The cover of 7 is closed by 60, 61. In FIGS. 4 to 6, the pressure reducer cam 65 slidingly contacted the abutting convex portion 57 of the exhaust-side rocker arm 40 in the compression stroke is disposed adjacent to the camshaft 36 coaxially. At the position of the exhaust cam 48, the cylinder head 17 supports a stator 6 9 having a rotating electromagnetic coil 6 6 integrally formed with the aforementioned reducer wheel 65, and the cam shaft 36 and the reducer cam A one-way clutch 67 is provided between 65. 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 4 8 a (refer to FIG. 6) of the cam 4 8, when the aforementioned raised portion 6 5 a slides against the abutting convex portion 5 7, the exhaust-side rocker arm 40 generates a command. The roller 5 6 swings upward from the base circle portion 4 8 a. 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 is provided with an annular roller support having support holes 71 between the inner and outer peripheral surfaces. The member 7 2; and an engaging recess on the inner periphery of the pressure reducer cam 65 is provided with an inclined surface 7 3 a which is inclined forward in the tangential direction of the cam shaft 36 in the radial direction of the cam shaft 36. 73; and 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) 1221173 The recessed portion 7 3 can be freely rotated The roller 7 4 supported on the support hole 71 is grounded, and the outer periphery of the cam shaft 36 is provided to abut the roller support member 7 2 in the compression stroke toward the roller 7 4. The protruding protruding part urges the roller 74 to float toward the above-mentioned engaging recessed portion 73, and the pressing convex portion 75 is provided between the roller supporting member 72 and the pressure reducer cam 65, so that The aforementioned pressure reducer cam 65 acts in the same direction as the rotation direction of the aforementioned camshaft 36. Clutch spring 76 of the force The aforementioned pressing convex portion 75 is provided at a portion corresponding to the supporting hole 71 of the roller supporting member 72 by a cam groove 36 formed at the outer periphery of the cam shaft 36 to form a C-shaped groove around the outer periphery 7 8 In addition, portions other than the C-shaped grooves 7 8 protrude outward in the radial direction to form a pressing convex portion 75. On the other hand, the roller support member 72 which maintains a certain interval in the outer circumferential direction of the aforementioned support hole 71 is provided with an extended wing portion 7 2 a protruding outward from the outer periphery in the radial direction, and a receiving recess for receiving the extended wing portion 72 a. 79 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 extended wing portion 72a and the pressure reducer cam 65. The one-way clutch 67 corresponds to the camshaft 36. During the rotation compression stroke, even if the pressing convex part 75 pushes the roller 74 upward as shown in FIG. 6, the pressure is reduced in a state where the electromagnetic attractive force of the rotating electromagnetic coil 66 does not act on the pressure reducer cam 65. The clutch 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 rotate freely without contacting the inclined surface 73a of the engaging recess 73. -14- (11) (11 ) 1221173 keeps the power transmission between the pressure reducer cam 65 and camshaft 36 blocked. Therefore, the pressure reducer cam 65 can remain 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 28 to correspond to the exhaust cam 4 8 cam characteristics form opening and closing. In addition, once the rotating electromagnetic coil 6 6 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 7 7 of the cam shaft 36, and the cam shaft 3 6 will rotate. Only the roller 7 4 pushed upward by the convex portion 7 5 falls between the inclined surface 7 3 a of the engaging concave portion 7 3 and the convex portion 7 5, and the rotational force of the cam shaft 36 is transmitted to the pressure reducer. The cam 65 ′ is slidably contacted to the pressure reducer cam 65 by the abutting convex portion 57, so that the exhaust valve 28 can be opened 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 during the excitation, and causes the pressure reducer cam 65 to rotate in the opposite direction to the rotation direction 7 7 of the cam shaft 36. The rotor 68 includes a rotor 68 coaxially surrounding the camshaft 36, and a stator 69 fixedly provided around the rotor 68. The pressure reducer cam 65 is integrally provided on 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 slightly u-shaped cross-section and is composed of an iron core 80 and a coil 82. 'The stator bearing 8 3 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. 1221173 A pair of protruding portions 80a, 80a, and the coil 82 is received in the iron core 80 after winding the spool 81. The rotor 68 is located between the stator 69 and the camshaft 36, and is wound around the same axis of the camshaft 36, forming a ring shape, and the same distance is maintained in the outer circumferential direction of the rotor 68. There are the same number of protrusions 80a, 80a ... as the number of protrusions 80a, 80a ... provided in the above-mentioned stator 69, and the protrusions 68a, 68a ... which protrude 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 7 of the cam shaft 36. The portion on the side corresponds to the portion on the front side of the cam shaft 36 in the rotation direction 7 7 of the plurality of protruding portions 8 0 a ... provided in the stator 6 9 to determine the relative rotation positions of the rotor 6 8 and the stator 6 9. Once the coil 8 2 is energized, it will act on the projections 68a ... of the rotor 6 8 as electromagnetic attraction as shown by the arrow in Fig. 8 (b), so that the entire rotor 68 will be generated. As shown by arrow 84, the torque is opposite to the rotation direction 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 6 7 into an ON state, and the rotational power of the camshaft 36 is transmitted to the rotor 6 8 ′ through the one-way clutch 67 until The rotor 68 and the camshaft 36 reach the position shown in FIG. 8 (c), that is, when they are rotated 2 6 · 5 degrees, they will act on the protrusions 6 8 a ... The opposite electromagnetic attractive forces shown by the arrows make the torque acting on the entire rotor 68 to zero. By the action of the one-way clutch 67 which forms the ON state, the rotor -16- (13) (13) 1221173 68 and the camshaft 36 are rotated together to the position shown in FIG. 8 (d), which means rotation At 5 5 degrees, as shown by the arrows, torques in the same direction as the rotation direction 77 of the camshaft 36 will be generated at the protruding portions 68a ... provided in the rotor 68, which will act on the rotor 6 8 as a whole. The torque in the same direction as that of the camshaft 3 6 allows the aforementioned one-way clutch 67 to be turned OFF. A stopper 7 2 b is integrally provided at the aforementioned roller support 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 holder 8 of the cylinder head I? Of the engine body 14, and is formed at a predetermined interval in the outer peripheral direction of the camshaft 36. A pair of restricting surfaces 85 and 86 contacting the stopper 72b for restricting the rotation range of the roller supporting member 72, and a front end portion of the stopper 72b is provided with elastic contact with the aforementioned restricting surfaces 8 5 and 86. 0-ring 8 7 〇 Between the roller support member 72 and the stator holder 83, there is provided a return spring 8 that can urge the roller support member 72 in the direction opposite to the rotation direction 7 of the cam shaft 36 8. In a state where the power of the one-way clutch 67 is blocked, the above-mentioned stopper 72b can be pressed toward the restriction 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 during the compression stroke, the exhaust valve 28 is forcibly opened and the compression pressure of the engine is released. 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 be generated in a phase 77 to the rotation direction of the cam shaft 36 -17- (14) (14) 1221173 Rotate 'When the pressing convex part 7 5 of the camshaft 36 pushes the roller 7 4 upward in the compression stroke, the roller 74 will be sandwiched between the inclined surface 7 3 a of the engaging concave part 7 3 and the pressing convex part. 7 5 and the rotation power of the camshaft 36 is transmitted to the reducer cam 65. According to the method described above, when the cam shaft 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. , The abutting convex portion 5 7 abutting on the raised portion 6 5 a of the pressure reducer cam 65 is formed into a sliding contact, and the roller 5 6 is passed from the base round portion 4 8 a of the exhaust-side cam 4 8 The upward movement causes the exhaust-side rocker arm 40 to swing, thereby causing the exhaust valve 28 to open. When the camshaft 36 continues to rotate and rotates 50 degrees from the state shown in FIG. 9, as shown in FIG. 11, the abutting convex portion 5 7 will slide on the raised portion of the pressure reducer cam 65. At the position of the downtilt at 6 5 a, the swing of the exhaust-side rocker arm 40 is ended, so that 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 rotating in the rotation direction 7 7. . Thereby, although the camshaft 36 can be rotated independently of the pressure reducer cam 65 and the roller support member 72, the rotor 68 and the pressure reducer cam 65 of the rotating electromagnetic coil 66 will rotate due to inertia or rotation. In the state where the electromagnetic coil 66 is continuously excited, it is rotated about 5 degrees in the rotation direction 77 due to the torque traveled by rotating the electromagnetic coil 66. For this reason, the state in which the roller 74 is sandwiched between the inclined surface 73a and the pressing convex portion can be released, and the state of blocking the power of the one-way clutch 67 can be released. As described above, 'the rotating electromagnetic coil 66 -18- (15) (15) 1221173 is excited during the compression stroke', and the one-way clutch 6 7 is connected to the pressure reducer cam 6 5 and the cam shaft 3 6 In between, the abutting convex portion 5 7 can be brought into sliding contact with the pressure reducer cam 65 that rotates together with the cam shaft 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 6 6 need only be able to rotate the rotor 6 8 to promote the one-way clutch 6 7 to form a power transmission state, so a smaller rotating electromagnetic coil can be used. Moreover, since the 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 can only transmit power during the compression stroke, the timing of releasing the compression pressure can be controlled without a sensor. Early-to-clutch benefit 67 When the clutch: gs〗 Zhang Huang 76 ’s elastic power is weakened, causing the rotor 68 and the reducer cam 65 to rotate in a direction opposite to the rotation direction 77 of the cam shaft 36, due to the cam shaft 36 The roller 7 4 which is pushed upward by the pressing convex portion 7 5 is sandwiched between the inclined surface 7 3 a of the engaging concave portion 7 3 and the pressing convex portion 7 5 to transmit the rotational power of the cam shaft 36 to The pressure reducer cam 6 5 and the rotating electromagnetic coil 6 6 need only generate the electromagnetic force that can offset the clutch benefit? Early yellow 7 6 彳 early praise force and the rotor 6 8 and the pressure reducer cam 65 can rotate in the opposite direction to the rotation direction 7 7 of the camshaft 3 6, so it is possible to further achieve the rotation of the electromagnetic coil 66 miniaturization. In addition, reducing the angle that causes the rotor 6 8 and the pressure reducer cam 65 to rotate in the opposite direction to the rotation direction 7 7 of the cam shaft 36 can simplify the structure of rotating the electromagnetic coil 66. In other words, the stator 69 is composed of a simple structure that has a plurality of -19- (16) (16) 1221173 spaced apart from each other at the same distance in the outer circumferential direction, protruding inwardly in pairs in a radial direction. The protruding cores 80a, 80a, ... of the iron core 80; and the coil 8 2 wound and mounted on the spool 81 and housed in the iron core S 0, and the rotor 6 8 is also spaced apart 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 seat 8 3 fixed to the cylinder head 17 of the engine body 14, and can be abutted against a pair of restraints 72 b provided on the roller support member 72. The surfaces 85 and 86 are formed on the stator holder 8 at regular intervals in the outer circumferential direction of the camshaft 36 which can limit the rotation range of the roller support member 72. The roller support member 72 and the stator support Between 83, a return spring 8 8 is provided to urge the roller supporting member 72 in the opposite direction to the rotation direction of the camshaft 36 6 7 8 According to the above-mentioned structure, the roller supporting member 72 can follow the camshaft 36 The rotation angle is limited to a certain range, and the one-way clutch 67 can block the power transmission between the pressure reducer cam 65 and the cam shaft 36 according to the rotation of the roller support member 72 in the above-mentioned certain range. As shown in FIG. 12, 'the roller supporting member 7 2 and the pressure reducer cam 65 can be returned to the original positions by the return spring 8 8, and the pressure reducer cam 65 and the pressure reducer cam 65 and The roller support member 72 is surely returned to the initial position. The stopper 72b is provided on the roller support member 72 so as to protrude outward in the radial direction. Since the stopper 72b is installed with one of the pair of regulating surfaces 8 5 and 8 6 which can elastically contact one of the stator seats 8 3, The ring 8 7 can suppress the sound made when the stopper 72 b hits the restriction surfaces 85 and 86 as much as possible. -20 · (17) (17) 1221173 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 decompression will contact the roller 74 by pressing the convex portion 75. Compared with the non-reduced state, the combustion chamber pressure is increased as shown by the dashed line. In the decompressed state, the combustion chamber pressure can be reduced as shown by the solid line, so the startability of the engine can be improved. 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 the content recorded in the scope of the patent application of the present invention is not escaped, various design changes can be made. For example, the present invention is also applicable to a pressure reducing device that uses a pressure reducer cam 65 disposed adjacent to the intake side cam 47 to force the intake valve 27 to open during a compression stroke. (Effects of the Invention) As described above, according to the content described in item 1 of the scope of patent application 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 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, as long as -21-(18) (18) 1221173 can cause the one-way clutch to form a power transmission state, the electromagnetic force generated by rotating the electromagnetic coil can be used to rotate the rotor. Therefore, a smaller rotating electromagnetic coil can be used. 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 benefit can be based on the rotation of the roller support member within a certain range. , Blocking the power transmission between the pressure reducer cam and the camshaft, and returning the roller support member and the pressure reducer cam to the original position by the return spring, the pressure reducer cam and the The roller 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) 1221173 Figures No.7, No.7, No.6, No.6, No.1, No.1, No.1, No.1, No.1, No.2, No.2, No.3, No.4, No.5: No. : 6 figure: 7 figure: 8 figure: section 9 figure: section 10 figure 6 figure 11 figure 6 figure 12 figure 12 corresponds to the decompression of the first figure 14 figure 13 figure 13 and the second and second line sectional view of line 1 . Section 3-3 in Figure 1. Enlarged view of the area indicated by arrow 4 in Figure 1 Figure 5-5 is a cross-sectional view. Figure 6 is a sectional view taken along line 6-6. Figure 7 is a sectional view taken along line 7 · 7. And corresponds to corresponds to a diagram for explaining the operating state of the rotating electromagnetic coil. The figure shows the exact starting state of the one-way clutch. : In the initial state when the exhaust valve is opened by the pressure reducer, the sectional view is shown. : In the end state where the exhaust valve is opened by the pressure reducer, the sectional view is shown. : The roller supporting member and the pressure reducer cam are returned to the original sectional view of FIG. 6. : It is used to explain when the engine is started before the compression stroke. : Used to illustrate the initial illustration of the engine during the compression stroke. [Comparison table of main components] 14: Engine body 17: Cylinder head -23- (20) 1221173 28: Exhaust valve 3 6: Camshaft 40: Exhaust side rocker arm 48 as cam follower For valve drive Exhaust-side cam 56 of the convex book: roller 5 as the first abutting portion 7: abutting convex portion as a second abutting portion 65: pressure reducer cam 66: rotating electromagnetic coil 67: one-way clutch 68 : Rotor 69 • > t ~ -f • 疋 子 7 1: support hole 72: roller support member 72b: stopper 73: engagement recess 73a: inclined surface 74: roller 75 • pressing protrusion 76: clutch Spring 77: Direction of rotation of camshaft 83: Stator bearing 85, 86: Restriction surface 87: Type 0 rm 88: Return spring
-24--twenty four-