TWI568927B - Decompressing control device for an engine - Google Patents

Description

Engine pressure reducing control device

The present invention relates to an engine pressure reducing control device, and more particularly to a pressure reducing control device suitable for a locomotive engine system.

The engine decompression control device is generally applied to the compression stroke state of the engine piston. Please refer to FIG. 6 , which is a diagram showing the relationship between the valve opening head and the crank angle of the engine pressure reduction control device according to the preferred embodiment of the present invention. As shown, the vertical axis coordinates indicate the valve opening head and the horizontal axis coordinates indicate the crank angle. The working principle of the four-stroke engine used in the present invention is distinguished according to the position of the piston movement in the cylinder, so that the position of the top dead center (TDC) or the bottom dead center (BDC) is sequentially reached every 180 degrees, and is 0 degree. Beginning in each interval, it is divided into four working strokes of power, exhaust, intake and compression. The general valve head curve includes exhaust head curve A and intake head curve B. However, when the piston is under the compression stroke, and the engine speed is too low or at the start-up phase, the resistance of the crankshaft will rise sharply, resulting in insufficient smoothness of the rotation and the overall efficiency is affected. Therefore, the engine decompression control device is needed to assist. Pressure relief, therefore, The decompression head curve C shown in the figure is shown.

However, the conventional engine pressure reducing control device is shown in Fig. 7, which is a cross-sectional view of a conventional engine pressure reducing control device. The conventional engine decompression device is disposed in a cylinder head 91 of an engine 9 and is coupled to a decompression shaft 93 and a decompression rod 94 disposed on the cam shaft 930 by a decompression shoe 92. The 92 series is connected to a decompression spring 921, and the restoring force of the decompression spring 921 is used as an index for determining the critical speed of the engine. Therefore, when the engine 9 speed is lower than a certain value, the centrifugal force of the pressure reducing shoe 92 cannot overcome the elastic force of the pressure reducing spring 921, so that the pressure reducing rod 94 protrudes out of the base circle of the exhaust cam, thereby venting Part of the cylinder pressure of the exhaust valve during the compression stroke; conversely, when the engine 9 reaches a certain value, the centrifugal force of the decompression shoe 92 overcomes the restoring force of the decompression spring 921, then the decompression shaft 93 is rotated, and the decompression is performed. The rod 94 is retracted into the base circle of the exhaust cam, and the decompression operation is not performed, so that the engine 9 moves normally.

However, the conventional engine decompression device will reduce the deceleration speed with different displacements, and its demand changes many related parts such as decompression shoes, decompression return springs, decompression balance blocks, and the decompression speed can only be Certainly a certain value. Inventors for this reason, in the spirit of active invention, think about an engine decompression control device that can solve the above problems, after several research experiments to complete the present invention.

The main object of the present invention is to provide an engine decompression control The device replaces the traditional decompression shoe with an electric motor and is used as a control hub for starting or stopping the decompression device through a control unit, so that the decompression state can be set at any timing, and the power consumption of the starter motor can be reduced. Energy consumption, 更 can use a smaller size starter in the engine design.

To achieve the above object, the engine pressure reducing control device of the present invention is provided in an engine having a cylinder head, comprising: an electric motor, a pressure reducing shaft, a pressure reducing rod and a control unit. The electric motor is coupled to a control shaft that provides a power output and transmits it to the control shaft.

The decompression shaft is disposed in a camshaft, and comprises a buffer portion of a decompression shaft spring and a main shaft body. The buffer portion is fixed in the cam shaft, and the main shaft body has a protruding portion and a concave sliding groove, and the main shaft body The front and rear end portions are respectively connected to one of the buffer portion and the control shaft to control the push rod. Thereby, the decompression shaft can be slid in the horizontal direction, and the position of the decompression shaft can be adjusted by using the combination of the control lever and the decompression shaft spring of the buffer portion.

The decompression lifting rod is disposed in one of the vertical passages of the cam shaft and is sleeved with a decompression lifting rod spring. The front end portion of the decompression lifting rod respectively pushes the main shaft body and an exhausting rocker arm. Thereby, the decompression lifting rod can be slid in the vertical direction, and is adjusted by the above-mentioned protruding portion or a concave sliding groove pushing action and the decompression lifting rod spring in the vertical passage to adjust the decompression lifting rod Location.

The control unit is electrically connected to the electric motor for controlling the electric motor to drive the control shaft to push or pull back the control push rod. Thereby, the control unit controls the electric motor to cause the decompression shaft and the decompression rod to act in conjunction, thereby controlling The exhaust rocker arm is actuated to open or close during the compression stroke, and the decompression operation can be performed accurately at a specific speed.

Wherein, when the engine is lower than a predetermined rotation speed, the protruding portion of the decompression shaft pushes the decompression rod so that the decompression lifting rod is outside the base circle of an exhaust cam. At this time, in the present invention, the above-mentioned decompression shaft is moved to a high position, so that the exhaust rocker arm is pushed by the pushing action to open the exhaust valve to perform a decompression operation.

In another case, when the engine is above a predetermined rotational speed, the recessed chute of the decompression shaft receives the decompression lift rod such that the decompression lift rod is within the base circle of an exhaust cam. At this time, in the present invention, the above-mentioned pressure reducing shaft is moved to a low position, so that the exhaust rocker arm is driven to close the exhaust valve by the returning action, and the pressure reducing operation is not performed.

The control unit may include a motor controller, a rotational speed sensor and an angular position sensor. The rotational speed sensor receives the rotational speed status information of the engine and is electrically coupled to the motor controller. Thereby, the current speed and the crankshaft information are detected, and whether the specific speed is exceeded is determined, and the motor controller is used to control whether the electric motor starts the decompression mechanism, so that the crankshaft can rotate more smoothly and reduce energy consumption. Eli started the job.

Furthermore, a power motor can rotate coaxially with one of the crankshafts of the engine, so that the power motor has both a motor mode and a generator mode. At this time, the power motor is not only a driving device but also a power generating device, which depends on the engine. Efficiency, when the engine efficiency is poor, can help drive the motor to consume electricity; conversely, when the engine is high, it can be used as the generator's role to recharge the electric energy into the battery, making it a high efficiency parallel. Composite powertrain System.

The above summary and the following detailed description are exemplary in order to further illustrate the scope of the invention. Other objects and advantages of the present invention will be described in the following description and drawings.

1‧‧‧ engine

10‧‧‧Power motor

11‧‧‧Cylinder head

2‧‧‧Electric motor

20‧‧‧ Output shaft

201‧‧‧Orthogonal helical gear set

21‧‧‧Control axis

210‧‧‧ shaft end

211‧‧‧Control putter

3‧‧‧Relief shaft

30‧‧‧Camshaft

301‧‧‧Vertical channel

31‧‧‧ buffer

311‧‧‧Reducing shaft spring

32‧‧‧ spindle body

321‧‧‧ protruding parts

322‧‧‧Recessed chute

4‧‧‧Relief rod

40‧‧‧Exhaust rocker arm

401‧‧‧Exhaust valve

411‧‧‧Relief rod spring

5‧‧‧Control unit

6‧‧‧Exhaust cam

7‧‧‧ crankshaft

8‧‧‧Battery

9‧‧‧ engine

91‧‧‧Cylinder head

92‧‧‧Reducing shoe

921‧‧‧Relief spring

93‧‧‧Relief shaft

930‧‧‧ camshaft

94‧‧‧Relief rod

A‧‧‧Exhaust head curve

B‧‧‧Intake head curve

C‧‧‧Reducing head curve

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a cross-sectional view showing the actuating and decompressing of an engine pressure reducing control device in accordance with a preferred embodiment of the present invention.

Figure 2 is another cross-sectional view showing the actuating and decompressing of the engine pressure reducing control device in accordance with a preferred embodiment of the present invention.

Figure 3 is a cross-sectional view showing the unactuated decompression of the engine pressure reducing control device in accordance with a preferred embodiment of the present invention.

Figure 4 is another cross-sectional view showing the uncompressed decompression of the engine pressure reducing control device in accordance with a preferred embodiment of the present invention.

Figure 5 is a schematic illustration of an engine decompression control device in accordance with another preferred embodiment of the present invention.

Figure 6 is a diagram showing the relationship between the valve opening head and the crank angle of the engine pressure reducing control device according to the preferred embodiment of the present invention.

Figure 7 is a cross-sectional view of a conventional engine pressure reducing control device.

Please refer to FIG. 1 and FIG. 2, which are diagrams of an engine according to a preferred embodiment of the present invention. A cross-sectional view and another cross-sectional view of the decompression control device. The viewing angles of the two cross-sectional views differ by 90 degrees, and the structural features of the present invention can be examined from different aspects. The figure shows an engine decompression control device, which is disposed on an engine 1 having a cylinder head 11, and mainly includes an electric motor 2, a decompression shaft 3, a decompression rod 4 and a control unit 5. The timing of the engine pressure reducing control device is: when the piston of the engine 1 enters the compression stroke, in order to increase the smoothness of the crankshaft rotation at a low rotation speed, the automatic pressure relief adjustment can reduce energy consumption and improve engine efficiency. .

In the present embodiment, the output shaft 20 of the electric motor 2 is coupled to a control shaft 21 for transmitting the power output of the electric motor 2 to the control shaft 21. In order to prevent the motor from continuously decompressing and decompressing, causing problems such as excessive power consumption and motor burnout, an orthogonal helical gear set 201 is disposed between the electric motor 2 and the control shaft 21, which has a self-locking effect when the electric motor 2 When the power is not turned, the control shaft 21 cannot return the power to rotate the electric motor 2. One of the shaft ends 210 of the control shaft 21 can accommodate a control push rod 211 and is slid in the horizontal direction by the driving force of the electric motor 2.

Then, the control push rod 211 is connected to a decompression shaft 3, and the decompression shaft 3 is disposed in a cam shaft 30, and includes a buffer portion 31 and a main shaft body 32. The buffer portion 31 is fixed in the cam shaft 30. There is a decompression shaft spring 311 as a buffer mechanism when the main shaft body 32 is pushed up. The main shaft body 32 has a protruding portion 321 and a concave sliding groove 322. The two have a height difference in the longitudinal direction, and can be used to switch the position state of the exhaust rocker arm 40. At this time, in the cam A decompression lifting rod 4 is disposed in the vertical passage 301 of the shaft 30, and the front and rear ends respectively push the main shaft body 32 and the exhaust rocker arm 40, and a decompression lifting rod spring 411 is used as the decompression lifting rod 4 The buffer mechanism when pushing. Thereby, through the linkage relationship between the decompression shaft and the decompression rod, an exhaust valve opening mechanism is constructed, and the decompression state can be set at any timing. Further, the decompression lift lever spring 411 further includes a centrifugal force that suppresses the decompression lift lever at a high engine speed, thereby avoiding decompression actuation.

In addition to the mechanical transmission structure described above, a control unit 5 is further provided, which is electrically connected to the electric motor 2, and may internally include a motor controller, a rotational speed sensor and an angular position sensor. The speed sensor receives the engine speed state information and is electrically coupled to the motor controller; the angle position sensor detects the position information of the motor output shaft rotation. Finally, the motor controller synthesizes the above-mentioned detection information, and sends a signal to control whether the electric motor 2 should be supplied with power output, and provides a force for pushing the push rod 211 to push or pull back. Therefore, unlike the conventional comparison between the centrifugal force of the decompression shoe and the spring restoring force, the decompression shaft is rotated, and the present invention effectively simplifies the component demand and improves the sensitivity of the decompression determination through the control system.

Therefore, through the detection and determination of the control unit 5, when the engine piston enters the compression stroke and the rotation speed is lower than a predetermined rotation speed, the predetermined rotation speed may be set to be in the range of 1100 to 1200 rpm or the composite power is in the power motor mode. In order to make the crankshaft rotate more smoothly, as shown in Fig. 1 and Fig. 2, the decompression is activated by the linkage relationship of the above mechanism, and the final purpose is to open and close the exhaust valve 401 so that the high pressure gas in the cylinder Can go ahead Discharge and perform decompression work. Therefore, when the electric motor 2 is turned back to the control shaft 21 to the initial position, the control push rod 211 is returned to the groove of the shaft end portion 210, and the restoring force of the decompression shaft spring 311 is used to drive the main shaft body 32 to slide to the right. The decompression shaft is placed at a high position, that is, the projection 321 of the main shaft body 32 pushes the decompression rod 4 so that the decompression rod 4 is outside the base of the exhaust cam 6. Finally, the exhaust rocker arm 40 is pushed by the protruding portion 321 to drive the exhaust valve 401 downward to complete the decompression operation.

In contrast, if the decompression operation is to be stopped, please refer to FIG. 3 to FIG. 4 , which are a cross-sectional view and another cross-sectional view of the engine decompression control device of the preferred embodiment of the present invention. Similarly, through the detection and determination of the control unit 5, when the engine piston enters the compression stroke and the rotation speed is higher than a predetermined rotation speed, the predetermined rotation speed can be set to be between 1100 and 1200 rpm or the speed of the composite power in the power motor mode. Because the engine and the crankshaft are in a state of normal high-speed rotation, it is no longer necessary to use the above mechanism to actuate the decompression. Therefore, the electric motor 2 rotates the control shaft 21 away from the initial position, so that the control push rod 211 is disengaged from the groove of the shaft end portion 210, and the decompression shaft spring 311 is compressed by a buffer mechanism, thereby driving the main shaft body 32 to slide to the left, so that The decompression shaft is at a low position, that is, the constricted sliding groove 322 of the main shaft body 32 receives the decompression lifting rod 4, so that the decompression lifting rod 4 returns to the base circle of an exhaust cam 6. Finally, the exhaust rocker arm 40 is subjected to the receiving action of the recessed sliding groove 322, so that the exhaust valve 401 is closed upward to stop the decompression operation.

Furthermore, the engine pressure reducing control device of the present invention can also be applied to Integral Starter Generator (ISG) or parallel hybrid vehicle motor. Please refer to FIG. 5, which is a schematic diagram of an engine decompression control device according to another preferred embodiment of the present invention. The figure discloses a configuration of a parallel hybrid vehicle, which is characterized in that the power motor 10 is coaxially rotated with a crankshaft 7 of the engine 1, so that the power motor 10 has both a motor mode and a generator mode. When the engine 1 is at a low speed, the control unit 5 considers that the engine 1 is inefficient, thus driving the transmission system to rotate the tire in the motor mode. When the power motor 10 rotates, the engine 1 is affected by the compression pressure of the engine, so that the power motor 10 needs more power, causing the motor to consume power. Therefore, the control unit 5 controls the decompression device to actuate the engine decompression to reduce the battery capacity loss; on the other hand, when the engine 1 is at a high speed, since the engine 1 is highly efficient, the control unit 5 converts the power motor 10 into The generator mode does not actuate the decompression at the same time, and the kinetic energy generated when the engine 1 drives the tire is effectively recovered, and is recharged into the battery 8 in the form of electric energy. At this time, the power motor 10 is not only a driving device, but also a power generating device, which is a parallel hybrid power system combined with an engine pressure reducing control device depending on engine efficiency and speed change.

The above-mentioned embodiments are merely examples for convenience of description, and the scope of the claims is intended to be limited to the above embodiments.

1‧‧‧ engine

11‧‧‧Cylinder head

2‧‧‧Electric motor

20‧‧‧ Output shaft

201‧‧‧Orthogonal helical gear set

21‧‧‧Control axis

210‧‧‧ shaft end

211‧‧‧Control putter

3‧‧‧Relief shaft

30‧‧‧Camshaft

301‧‧‧Vertical channel

31‧‧‧ buffer

311‧‧‧Reducing shaft spring

32‧‧‧ spindle body

321‧‧‧ protruding parts

322‧‧‧Recessed chute

4‧‧‧Relief rod

40‧‧‧Exhaust rocker arm

411‧‧‧Relief rod spring

5‧‧‧Control unit

Claims (6)

An engine pressure reducing control device is provided in an engine having a cylinder head, comprising: an electric motor connected to a control shaft; a pressure reducing shaft disposed in a cam shaft, comprising a buffer provided with a pressure reducing shaft spring And a main shaft body, the buffer portion is fixed in the cam shaft, the main shaft body has a protruding portion and a concave sliding groove, and the front end portion of the main shaft body is respectively connected to the buffer portion and one of the control shafts is controlled a decompression rod; a decompression lifting rod is disposed in a vertical passage of the cam shaft and sleeved with a decompression lifting rod spring, and the rear end portion of the decompression lifting rod respectively pushes the main shaft body and an exhausting arm And an electric control unit electrically connected to the electric motor for controlling the electric motor to drive the control shaft to push or pull back the control push rod. The engine pressure reducing control device according to claim 1, wherein when the engine is lower than a predetermined rotation speed, the protruding portion of the pressure reducing shaft pushes the pressure reducing rod, so that the pressure reducing rod To the base of the exhaust cam. The engine pressure reducing control device according to claim 1, wherein when the engine is higher than a predetermined rotation speed, the recessed sliding groove of the pressure reducing shaft receives the pressure reducing rod, so that the pressure reducing rod is Inside the base circle of an exhaust cam. The engine pressure reduction control device according to claim 1, wherein the control unit comprises a motor controller, a rotation speed sensor and an angular position sensor, wherein the rotation speed sensor receives the engine speed state information and powers The motor controller is coupled. The engine pressure reduction control device of claim 1, further comprising a power motor that rotates coaxially with a crankshaft of the engine. The engine pressure reduction control device according to claim 5, wherein the power motor has a motor mode and a generator mode, and is a parallel hybrid power system.