TWI391561B - Fuel - efficient locomotive fuel - saving and power - regulating devices - Google Patents

Description

Fuel-saving and power regulating device for jet locomotive

The invention relates to a fuel-saving and power regulating device, in particular to a fuel-saving and power regulating device for a jet locomotive.

The general locomotive can be divided into two types: speed limiter (MOPED) and non-speed limiter. The speed limiter is required to meet the requirements of 50cc or less and the maximum speed of 45km/hr, because no driver's license is required in some countries. Driving a speed limit car, so for safety reasons, it is necessary to limit the maximum speed of the locomotive.

The current speed limit mode is mainly to provide a bushing in the transmission of the locomotive, and to limit the distance that the movable wheel of the pulley moves, thereby achieving the purpose of speed limit. However, although the above design can achieve the effect of speed limit, if the rider continues to rotate the handle to accelerate the action when the wheel has reached the maximum speed, as shown in Figs. 1 and 2, the handle will interlock the throttle body 11 The opening degree of the throttle body 111 and the valve 112 is continuously increased. Since the throttle body 11 has no structure for restricting the opening degree of the throttle hub 111 or the valve 112, even if the locomotive wheel has reached the maximum wheel speed, As long as the handle is continuously rotated, the valve 112 is excessively opened and the intake air amount is increased, so that an electronic control unit 12 (ECU) increases the fuel injection amount in order to maintain the air-fuel ratio, thereby causing the engine speed to be higher. , more noisy, and caused problems such as fuel consumption and air pollution.

In addition, since the bushing is disposed in the transmission device, if the speed limit is to be adjusted, the transmission device needs to be disassembled to replace the bushing, which is quite inconvenient to use.

Accordingly, it is an object of the present invention to provide a fuel efficient and power regulating device for a jet locomotive that is more fuel efficient and has better power regulation.

Therefore, the fuel-saving and power regulating device of the jet locomotive of the present invention includes an engine, the fuel-saving and power regulating device comprising an electronic control unit, a sensing unit electrically connected to the electronic control unit, and a throttle valve unit .

The sensing unit is configured to detect an operating state of the locomotive or the engine, and provides the electronic control unit with fuel injection and ignition adjustment of the engine.

The throttle valve unit is disposed on an intake passage of the engine and includes a throttle body, a main passage defined by the throttle body, a valve disposed in the main passage, and a valve disposed on the throttle passage a throttle valve body on the throttle body for controlling the rotation of the valve, an idle speed regulator disposed on the throttle body for abutting against the throttle hub to limit the degree of closing of the valve, and a setting a fuel-saving regulator for limiting the degree of opening of the valve on the throttle body, the fuel-saving regulator having a cantilever seat disposed on the throttle body, and being rotatably disposed on the cantilever base for An adjusting member that abuts against the throttle valve hub, and an elastic member disposed on the adjusting member, the adjusting member has a through portion that is disposed on the cantilever seat, and a diameter connected to the through portion is greater than The blocking portion of the wearing portion surrounds the wearing portion and abuts between the cantilever seat and the stopping portion.

The utility model has the advantages that the fuel economy regulator limits the opening degree of the valve of the throttle body, and can effectively prevent the valve from being excessively opened, thereby causing the electronic control unit to increase the fuel injection amount in order to maintain the air-fuel ratio, thereby achieving Reduce high-speed noise, fuel consumption and air pollution.

The above and other technical contents, features and advantages of the present invention will be apparent from the following detailed description of the preferred embodiments of the invention.

Before the present invention is described in detail, it is noted that in the following description, similar elements are denoted by the same reference numerals.

Referring to FIG. 3, a first preferred embodiment of a fuel-saving and power regulating device for a jet locomotive according to the present invention is specifically illustrated. The present invention can be applied to a non-speed limited or speed limited vehicle, and the speed limiting vehicle is In the non-speed limit vehicle, a speed limit unit is set to achieve the speed limit function, and more than one method can achieve the speed limit. In this embodiment, a speed limit vehicle is taken as an example, and the locomotive includes an engine (not shown). a driving unit 2, and a speed limiting unit 6 disposed on the driving unit 2, the driving unit 2 has a crankshaft 21 driven by the power output by the engine, and a pulley 22 disposed on the crankshaft 21. a passive wheel (not shown) spaced apart from the pulley 22, a set of belts 23 disposed on the pulley 22 and the driven wheel, when the pulley 22 rotates, the belt 23 and the driven wheel are rotated, thereby driving The wheel turns.

The pulley 22 includes a fixed disc 221 fixed to the crankshaft 21, a movable disc 223 movable relative to the fixed disc 221, and a plurality of balls 224 for driving the movable disc 223 (only drawn due to the viewing angle) One). The speed limit unit 6 has a bushing 61 having a retaining ring 611 against the fixed disk 221 and an integral outer diameter extending from the retaining ring 611 toward the movable disk 223. Less than the tube body 612 of the stop ring 611, the movable The disk 223 is sleeved on the tube body 612.

Referring to FIGS. 4 and 5, the fuel-saving and power regulating device includes an electronic control unit 3, a sensing unit (not shown) electrically connected to the electronic control unit 3, and a suction passage disposed on the engine. The throttle unit 4 is configured to detect an operating state of the locomotive or the engine, and is provided to the electronic control unit 3 for fuel injection and ignition adjustment of the engine.

The throttle valve unit 4 includes a throttle body 41, a main passage 42 defined by the throttle body 41, a valve 43 disposed in the main passage 42, and a throttle body 41. a throttle valve 44 for controlling the rotation of the valve 43 , an idle adjuster 45 disposed on the throttle body 41 for abutting against the throttle hub 44 to limit the degree of closing of the valve 43 , and a A fuel-saving regulator 46 is disposed on the throttle body 41 for abutting against the throttle hub 44 to limit the opening of the valve 43. In the embodiment, the electronic control unit 3 is mounted on the throttle body 41.

Referring to FIGS. 4 and 6, in the embodiment, the fuel-saving adjuster 46 has a cantilever seat 461 disposed on the throttle body 41, and is rotatably disposed on the cantilever base 461 for offsetting. An adjusting member 462 of the throttle valve 44 and an elastic member 463 disposed on the adjusting member 462, the cantilever base 461 may be additionally coupled to the throttle body 41, or may be the throttle body 41 is extended in one piece, not limited to this. The adjusting member 462 has a through portion 464 that is disposed on the cantilever base 461, and a blocking portion 465 that is connected to the through portion 464 and has a larger diameter than the through portion 464. The elastic member 463 is surrounded by The penetrating portion 464 abuts between the cantilever seat 461 and the stopping portion 465.

Referring to Figures 4 and 5, the throttle valve hub 44 is when the locomotive is in an idle state. Abutting against the idle speed adjuster 45 to limit the degree of closing of the valve 43 so that the valve 43 does not close completely to block the main passage 42 so that a small amount of gas can still pass through the main passage 42 to maintain the engine. Continue to run at idle speed.

The sensing unit includes an engine temperature sensor, an engine speed sensor, an ambient temperature sensor, an ambient air pressure sensor, an intake negative pressure sensor, and a valve opening sensor. And an oxygen sensor (not shown), the sensing unit can perform an open loop control according to the information measured by the intake negative pressure sensor and the valve opening sensor, or According to the oxygen content information measured by the oxygen sensor, a more precise closed loop control of fuel control is performed.

Referring to FIG. 3, when the rider turns the handle of the locomotive to perform an acceleration action to rotate the crankshaft 21 and drive the pulley 22 to rotate, the ball 224 is moved away from the imaginary line as shown by the centrifugal force. The direction of the crankshaft 21 moves, thereby pushing the movable disc 223 to move toward the fixed disc 221, and simultaneously moving the belt 23 away from the crankshaft 21, speeding up the speed of the driven wheel, thereby accelerating the speed of the locomotive, when the movable disc When the 223 touches the stop ring 611, the purpose of limiting the maximum wheel speed of the wheel can be achieved.

Referring to Figures 5 and 7, while rotating the handle to speed up the speed of the locomotive, the throttle valve 44 and the valve 43 are rotated to increase the opening of the valve 43 (as indicated by the imaginary line in Fig. 5). When the throttle valve 44 abuts against the adjusting member 462 of the fuel-saving regulator 46, the handle can no longer be rotated, and the valve 43 can no longer be driven to continue to open to a greater angle. The effect of limiting the amount of intake air of the throttle body 41 is reached.

In addition, as shown in FIGS. 6 and 7, the elastic member 463 is disposed to stabilize the adjusting member 462, so that the adjusting member 462 is not easily shaken or dropped due to vibration.

With the above design, in addition to the use of the bushing 61 of the speed limiting unit 6 to achieve the speed limit effect, the throttle valve hub 44 and the valve 43 are restricted by the arrangement of the adjusting member 462 of the fuel economy adjuster 46. The opening degree further limits the amount of intake air of the throttle body 41, and prevents the electronic control unit 3 from increasing the amount of fuel injection in order to maintain the air-fuel ratio, thereby achieving the effect of reducing fuel consumption, noise, and air pollution. Further, in order to adjust the acceleration of the locomotive, the adjustment member 462 can be used directly to adjust the intake air amount of the throttle body 41, and the acceleration adjustment can be achieved, which is quite convenient in operation.

Referring to FIG. 8, a second preferred embodiment of the fuel-saving and power regulating device of the jet locomotive of the present invention is substantially similar to the first preferred embodiment described above, except that the fuel-saving regulator 46 has a combination A keeper 466 on the throttle hub 44 that rotates with the throttle hub 44. The throttle valve hub 44 has a first through hole 441 and a locking member 442 locked in the first through hole 441. The positioning member 466 has a plurality of second through holes 467 and passes through the locking member 442. The second through hole 467 is locked with the first through hole 441, and the positioning member 466 is coupled to the throttle body 44.

When the locomotive is in an idle state, the throttle hub 44 is abutted against one side of the idle adjuster 45 to limit the degree of closure of the valve 43 (see FIG. 5) so that the valve 43 does not close completely and is blocked. The main passage 42, so that a small amount of gas can still pass through the main passage 42, so that the engine can be maintained at an idle state Keep running.

Referring to FIG. 9, while rotating the handle to speed up the speed of the locomotive, the throttle hub 44 and the valve 43 (see FIG. 5) are linked to increase the opening of the valve 43. In this embodiment, When the throttle valve hub 44 is rotated to the maximum angle, the positioning member 466 is urged against the other side of the idle speed adjuster 45 to limit the opening degree of the valve 43, that is, the idle speed and the speed limit state of the locomotive. Next, the throttle valve hub 44 and the positioning member 466 are respectively abutted against opposite sides of the idle speed adjuster 45 to limit the degree of closing and opening of the valve 43. Thereby, the same effect as the first preferred embodiment described above can be achieved to reduce fuel consumption, noise and air pollution, and another alternative aspect is provided.

In summary, in addition to the effect of the speed limit of the bushing 61 of the speed limiting unit 6, the present invention is further provided with the fuel economy regulator 46 disposed on the throttle body 41 to control the throttle body 41. The amount of intake air prevents the electronic control unit 3 from increasing the amount of fuel injection in order to maintain the air-fuel ratio, and further reduces the fuel consumption, noise, and air pollution. Therefore, the object of the present invention can be achieved.

The above is only the preferred embodiment of the present invention, and the scope of the invention is not limited thereto, that is, the simple equivalent changes and modifications made by the scope of the invention and the description of the invention are All remain within the scope of the invention patent.

2‧‧‧Drive unit

21‧‧‧ crankshaft

22‧‧‧ Pulley

221‧‧‧ fixed disk

223‧‧‧ movable plate

224‧‧‧ balls

23‧‧‧Land

3‧‧‧Electronic Control Unit

4‧‧‧ throttle valve unit

41‧‧‧Throttle body

42‧‧‧Main channel

43‧‧‧ Valve

44‧‧‧ throttle valve hub

441‧‧‧First perforation

442‧‧‧Locks

45‧‧‧Idle speed regulator

46‧‧‧Double oil regulator

461‧‧‧Cantilever

462‧‧‧Adjustment

463‧‧‧Flexible parts

464‧‧‧ Department of Wear

465‧‧‧stops

466‧‧‧ positioning parts

467‧‧‧Second perforation

6‧‧‧Speed limit unit

61‧‧‧ bushing

611‧‧‧stop ring

612‧‧‧ tube body

Figure 1 is a side view showing the throttle body of the conventional speed limit injection type locomotive; Figure 2 is a partial cross-sectional view, with assistance to explain Figure 1, and a part of the components omitted; Figure 3 is a partial cross-sectional view showing a first preferred embodiment of the fuel-saving and power regulating device of the jet locomotive of the present invention, showing the driving unit Figure 4 is a side elevational view showing the overall configuration of the fuel-saving and power regulating device in the first preferred embodiment, wherein the throttle valve hub is abutted against the idle speed adjuster; Figure 5 is a partial cross-sectional view, 4, a part of the components are omitted; FIG. 6 is a perspective view showing the shape of the fuel-saving adjuster in the first preferred embodiment; FIG. 7 is a side view showing the first preferred embodiment, The throttle valve hub is placed on the fuel-saving regulator; FIG. 8 is a side view showing the second preferred embodiment of the fuel-saving and power regulating device of the jet-type locomotive of the present invention, wherein the throttle valve hub is axially adjusted to idle speed And FIG. 9 is a side view showing that in the second preferred embodiment, the throttle valve hub drives the fuel economy adjuster against the idle speed adjuster.

3. . . Electronic control unit

4. . . Throttle unit

41. . . Throttle body

44. . . Throttle hub

45. . . Idle speed regulator

46. . . Fuel saving regulator

461. . . Cantilever seat

462. . . Adjustment piece

463. . . Elastic part

464. . . Wear department

465. . . Stop

Claims (9)

An oil-saving and power regulating device for a jet locomotive, the locomotive comprising an engine, the fuel-saving and power regulating device comprising: an electronic control unit; a sensing unit electrically connected to the electronic control unit, wherein the sensing unit is used for Detecting the running state of the locomotive or the engine, and providing the electronic control unit with fuel injection and ignition adjustment; and a throttle valve unit disposed on an intake passage of the engine, the throttle valve unit including a throttle body, a main passage defined by the throttle body, a valve disposed in the main passage, a throttle valve hub disposed on the throttle body for controlling the rotation of the valve, An idle speed regulator disposed on the throttle body for limiting the degree of closing of the valve, and a fuel economy regulator disposed on the throttle body for limiting the opening degree of the valve, the fuel economy regulator having a setting a cantilever seat on the throttle body, an adjusting member rotatably disposed on the cantilever seat for abutting against the throttle hub, and an elastic member disposed on the adjusting member, the adjusting member having Wear one a through portion on the cantilever base, and a stop portion connected to the through portion and having a diameter larger than the through portion, the elastic member surrounds the through portion and abuts against the cantilever seat and the stop portion Between the ministries. The fuel-saving and power regulating device for a jet locomotive according to claim 1, wherein the electronic control unit is mounted on the throttle body. The fuel-saving and power regulating device of the jet locomotive according to the first aspect of the patent application, wherein the throttle seat of the fuel-saving regulator is the throttle valve The body is extended in one piece. The fuel economy and power regulating device of the jet locomotive according to claim 1, wherein the fuel economy adjuster has a positioning member coupled to the throttle valve hub and rotating with the throttle valve hub. The fuel-saving and power regulating device of the jet locomotive according to the fourth aspect of the invention, wherein the throttle valve hub has a first through hole and a locking member locked in the first through hole, and the positioning The member has a plurality of second perforations, and the second perforations are locked with the first perforations through the locking members, so that the positioning members are coupled to the throttle valve hub. The fuel economy and power regulating device of the jet locomotive according to claim 1, wherein the sensing unit comprises an intake negative pressure sensor and a valve opening sensor, and according to the intake The information measured by the negative pressure sensor and the valve opening sensor is controlled by an open loop. The fuel-saving and power regulating device of the jet locomotive according to claim 1, wherein the sensing unit comprises an intake negative pressure sensor, a valve opening sensor, and an oxygen sensing sensor. And perform a closed loop control based on the oxygen content information measured by the oxygen sensor. The fuel-saving and power regulating device of the jet locomotive according to claim 1, wherein the locomotive further comprises a speed limiting unit. The fuel-saving and power regulating device of the jet locomotive according to claim 8 , wherein the locomotive further comprises a driving unit, the speed limiting unit is disposed on the driving unit, and the driving unit has a output by the engine a power driven crankshaft, a pulley disposed on the crankshaft, a passive wheel spaced apart from the pulley, and a set of the pulley and the a belt on the moving wheel, the pulley has a fixed disc, and a movable disc movable relative to the fixed disc, the speed limiting unit has a bushing having a retaining ring against the fixed disc, And a tubular body extending integrally from the retaining ring in the direction of the movable disc and having an outer diameter smaller than the retaining ring, the movable disc being sleeved on the tubular body.