M404273 五、新型說明： 【新型所屬之技術領域】 本創作係關於一種引擎，尤指一種具平移驅動減壓凸 輪特性之減壓裝置之引擎。 . 【先前技術】 • 當引擎熄火時，由於曲軸受旋轉運動的慣性作用，使 φ 得引擎會繼續旋轉若干轉數，在此過程之中有許多阻抗會 導致旋轉逐漸緩慢下來，最後停止。其中最大的阻抗是^ 縮行程的壓縮壓力，因此常使引擎受該壓縮壓力之作用而 導致正常旋轉停止後反轉，然後停下來。 當引擎要重新啟動時，汽缸内之活塞係向燃燒室移 動，此時，因進氣閥門連桿之進氣閥與排氣閥門連桿之排 氣閥係皆處於關閉狀態，故活塞於移動時，必須克服燃燒 室内受擠壓的氣體壓力以完成剩餘部分的移動。亦即，不 _ 疋以電動馬達啟動或是人工施力啟動皆必須提供足以 ® 克服前述燃燒室内之氣體壓力。若是以電動馬達啟動而 吕，則電動馬達必須設計成扭力較大而無法小型化；又若 是以人工施力啟動’例如在需以踩踏方式發動引擎之場 合’則會導致踩踏不易而增加使用者之負擔。 為了針對上述壓力問題，目前某些引擎會裝設所謂之 減壓裝置’其係可減少引擎於啟動時之壓縮壓力，以避免 上述問題之產生。 幕所周知’為了降低上述壓縮壓力問題，某些引擎會 3 M404273 裝設離心式減壓裝置，藉由凸輪轴轉動時離心配重塊所產 生的離心力大小以在特定轉速内時控制減壓裝置為有減壓 作用’而在此特定轉速以上則失去減壓效果。 習知之減壓裝置大多是以多連桿設計者，例如有習知 技術疋採用連桿機構來驅動減壓凸輪以達到引擎減壓目 的。上述習知之減壓裝置可見於日本公開特許公報特開 2006-144627號所揭露之減壓裝置，該減壓裝置機構複雜、 傳動支點過多’且因設置於凸輪軸末端，需使用較長之抽 構件’不利於整體尺寸小型化且成本較高。 【新型内容】 本創作之具減壓裝置之引擎包括一凸輪軸、一離心配 重塊、一滑動桿、一彈性件及一減壓桿。上述凸輪轴於外 周固設有一閥動凸輪’並包括有一徑向貫礼；上述離心配 重塊包括有一第一齒部. 上述滑動桿自離心配重塊向外延伸穿過徑向貫孔而 與離心配重塊一起可滑移。上述彈性件抵頂於滑動桿，施 予一預力。 上述減壓桿包括有一凸輪部及一第二齒部，其中第二 齒部响合於離心配重塊之第一齒部，伴隨離心配重塊之滑 動帶動減壓桿之轉動，使得減壓桿&輪部轉動至高於或低 於閥動凸輪之外廓。 藉由上述機構設計，離心配重塊除了以新穎而有別於 習知轉動之方式驅動減壓桿，即滑動運動，齒輪傳動機構 M404273 之運用亦較習知連桿傳動機構具有設計簡單之優點，同時 可错由#輪傳⑽構的尺寸配置縣達成離心配重塊移動 小距離即能使減壓桿轉動所需要的角《，輕易達成縮小機 構整體尺寸及裝置空間的㈣^此外，利用本創作更可實 現更少零件數、組件配置*受限之目I制是本創作之 離心配重塊外形㈣，製作容易，而且不㈣轉動負載產 生材料破壞之情形。 上述離心配重塊可凹設有一插孔，滑動桿係可拆卸地 插置在插孔，如此設計方便於機構元件之組裝。上述凸輪 軸可於外周更固設有一定位凸緣，鄰接於離心配重塊，用 以限制離心配重塊之轉動。定位凸緣更可設有一凸緣孔， 而閥動凸輪亦可包括有一容置槽，使減壓桿穿過凸緣孔， 凸輪部容置於容置槽。 上述凸輪轴上更包括有一第一軸頸及第二軸頸，而且 上述減壓裝置係位於第一軸頸及第二軸頸之間。上述彈性 件可為一彈簧。 【實施方式】 參考圖1、圖2、圖3A，分別為一實施例之引擎剖視圖、 減壓裝置分解圓、及減壓裝置立體圖。圖1示出一引擎結 構’引擎主要包括依序連結之一汽缸頭丨丨、一汽缸體12及 一曲轴箱1 3。一汽缸頭上蓋14結合於汽缸頭11頂部，一汽 缸頭側蓋15結合於汽缸頭π側旁。一凸輪軸2丨包含減壓裝 置設置於汽缸頭11内部，一活塞連桿組16設置於汽缸體12 5 細4273 -曲柄機構17設置於曲轴箱丨3内部，曲柄機構心 連，·。於一傳動機構18以將旋轉動力傳遞出去。 減壓裝置設置於上述凸輪軸2卜包括有—離心配重塊 M、-減壓桿25、-滑動桿26及一彈性件〜凸輪轴朦 外周一體地形成有二閥動凸輪22,23以及一定位凸緣Μ，二 間動凸輪22,23負責㈣對應之搖们2,33，進而使排關 門與進氣閥門（圖未示）產生位移。 另有一第一軸承35與一第二軸承36分別以閥動凸輪 22,23為界’組設於凸輪軸21之兩軸頸213,214。凸輪轴21 於末端還固設有一驅動輪31 (透過一固定座37而相對於凸 輪軸21固定）。驅動輪31是透過一傳動件34如鍊條接收來自 曲柄機構17之動力，令凸輪轴21同步轉動。 本例中閥動凸輪22於環周表面凹設有一容置槽221， 容置槽221更延伸至閥動凸輪22抽向面而開口。凸輪轴21 於外周還凹設有一階級孔，其中較大扎之底壁形成一止擋 面212，較小孔形成一徑向貫孔211。 離心配重塊24略成弧狀，包括有平直之一第一齒部 241、一插孔242及一定位部243，定位部243位於第一齒部 241 旁。 滑動桿26包括有依序相連之一頭部261、一止擋部 262、一穿越部263，且三者之徑長依次遞減。止擋部262 大於徑向貫孔211孔徑，使得當滑動桿26沿徑向貫孔211内 縮移動至一程度時，止擋部262抵頂於止擋面212而停止’ 因此可構成滑動桿26—方向之位移極限。 M404273 需將滑動桿26之穿越部263穿過彈性件27並自外部穿 過徑向貫孔2 1 1最後插置在離心配重塊24之插孔242，彈性 件27(本例為一彈簧）則分別抵頂於止擋面21 2與頭部261。 彈性件27對滑動桿26施予向外之一預力。 減壓桿25包括有一凸輪部25 1及弧形之一第二齒部 252，其中第二齒部252响合於第一齒部241。M404273 V. New description: [New technical field] This creation is about an engine, especially an engine with a pressure reducing device with a translational drive decompression cam. [Prior Art] • When the engine is turned off, the engine will continue to rotate a few revolutions due to the inertia of the crankshaft due to the rotational motion. During this process, many of the impedances will cause the rotation to gradually slow down and finally stop. The largest impedance is the compression pressure of the contraction stroke, so the engine is often subjected to the compression pressure to cause the normal rotation to stop and then reverse, and then stop. When the engine is to be restarted, the piston in the cylinder moves toward the combustion chamber. At this time, since the intake valve of the intake valve connecting rod and the exhaust valve of the exhaust valve connecting rod are both closed, the piston moves. At this time, the pressure of the compressed gas in the combustion chamber must be overcome to complete the movement of the remaining portion. That is, it is necessary to provide sufficient power to overcome the gas pressure in the aforementioned combustion chamber by starting with an electric motor or manually applying a force. If it is started by an electric motor, the electric motor must be designed to have a large torque and cannot be miniaturized. If it is started by manual force, for example, when the engine needs to be stepped on, it will cause the pedaling to be difficult and increase the user. The burden. In order to address the above pressure problems, some engines are currently equipped with so-called pressure reducing devices, which reduce the compression pressure of the engine at startup to avoid the above problems. It is well known that in order to reduce the above compression pressure problem, some engines will install a centrifugal decompression device in the 3 M404273, and control the pressure reducing device at a specific speed by the centrifugal force generated by the centrifugal weight when the camshaft rotates. In order to have a decompression action, the decompression effect is lost above this specific rotational speed. Conventional pressure reducing devices are mostly driven by multi-link designers, such as conventional techniques, using a linkage mechanism to drive the decompression cam to achieve engine decompression purposes. The above-mentioned conventional pressure reducing device can be found in the pressure reducing device disclosed in Japanese Laid-Open Patent Publication No. 2006-144627, which has a complicated mechanism and a large number of transmission fulcrums, and is required to be used for a long pumping due to being disposed at the end of the cam shaft. The component 'is not conducive to miniaturization of the overall size and high cost. [New content] The engine with the pressure reducing device of the present invention comprises a cam shaft, a centrifugal weight, a sliding rod, an elastic member and a pressure reducing rod. The camshaft has a valve cam attached to the outer circumference and includes a radial engagement; the centrifugal weight includes a first tooth portion. The sliding rod extends outward from the centrifugal weight through the radial through hole. It can be slipped together with the centrifugal weight. The elastic member abuts against the sliding rod to apply a pre-force. The pressure reducing rod includes a cam portion and a second tooth portion, wherein the second tooth portion is coupled to the first tooth portion of the centrifugal weight, and the rotation of the pressure reducing rod is caused by the sliding of the centrifugal weight to decompress The lever & wheel rotates above or below the valve cam profile. With the above mechanism design, the centrifugal weights not only drive the pressure reducing rod in a novel and different manner, but also the sliding motion, the use of the gear transmission mechanism M404273 is also simpler than the conventional linkage transmission mechanism. At the same time, the size of the #轮传(10) structure can be misplaced. The county can reach the angle required to rotate the centrifugal weight by a small distance, which can easily reduce the overall size and device space of the mechanism (4). This creation can achieve fewer parts and components. * The limited mesh system is the shape of the centrifugal weight of this creation (4). It is easy to make, and it does not (4) the material damage caused by the rotating load. The centrifugal weight can be recessed with a socket, and the sliding rod is detachably inserted into the socket, so that the design is convenient for assembly of the mechanism components. The cam shaft may be further provided with a positioning flange on the outer periphery adjacent to the centrifugal weight to limit the rotation of the centrifugal weight. The positioning flange may further be provided with a flange hole, and the valve movement cam may further include a receiving groove for allowing the pressure reducing rod to pass through the flange hole, and the cam portion is received in the receiving groove. The camshaft further includes a first journal and a second journal, and the decompression device is located between the first journal and the second journal. The elastic member may be a spring. [Embodiment] Referring to Fig. 1, Fig. 2, and Fig. 3A, there are respectively a cross-sectional view of an engine, a decompression device decomposing circle, and a pressure reducing device perspective view of an embodiment. Figure 1 shows an engine structure. The engine mainly includes a cylinder head cymbal, a cylinder block 12 and a crankcase 13 in sequence. A cylinder head upper cover 14 is coupled to the top of the cylinder head 11, and a cylinder head side cover 15 is coupled to the cylinder head π side. A camshaft 2A includes a pressure reducing device disposed inside the cylinder head 11, and a piston link group 16 is disposed on the cylinder block 12 5 and a crank 4 is disposed inside the crankcase 3, and the crank mechanism is connected. In a transmission mechanism 18 to transmit rotational power. The pressure reducing device is disposed on the cam shaft 2, including a centrifugal weight M, a pressure reducing rod 25, a sliding rod 26, and an elastic member to a cam shaft, and a two-valve cam 22, 23 is integrally formed on Monday. A positioning flange Μ, the two moving cams 22, 23 are responsible for (4) corresponding shaking 2, 33, and thus the displacement door and the intake valve (not shown) displacement. Another first bearing 35 and a second bearing 36 are disposed on the two journals 213, 214 of the camshaft 21 by the valve cams 22, 23, respectively. The camshaft 21 is also fixed at its distal end with a drive wheel 31 (fixed relative to the camshaft 21 through a fixed seat 37). The drive wheel 31 receives power from the crank mechanism 17 through a transmission member 34 such as a chain to rotate the cam shaft 21 in synchronization. In this example, the valve cam 22 is recessed with a receiving groove 221 on the circumferential surface of the ring, and the receiving groove 221 extends to the opening surface of the valve cam 22 to open. The cam shaft 21 is further recessed with a class of holes in the outer circumference, wherein the larger bottom wall forms a stop surface 212, and the smaller hole forms a radial through hole 211. The centrifugal weight 24 is slightly curved, and includes a first tooth portion 241, a socket 242, and a positioning portion 243. The positioning portion 243 is located beside the first tooth portion 241. The sliding rod 26 includes a head portion 261, a stopping portion 262, and a crossing portion 263 which are sequentially connected, and the diameters of the three are sequentially decreased. The stopping portion 262 is larger than the diameter of the radial through hole 211, so that when the sliding rod 26 is retracted to a certain extent along the radial through hole 211, the stopping portion 262 abuts against the stopping surface 212 and stops. 26—The displacement limit of the direction. M404273 needs to pass the crossing portion 263 of the sliding rod 26 through the elastic member 27 and from the outside through the radial through hole 2 1 1 and finally inserted into the insertion hole 242 of the centrifugal weight 24, the elastic member 27 (in this case, a spring) ), respectively, against the stop surface 21 2 and the head 261. The elastic member 27 applies a biasing force to the sliding rod 26 outward. The pressure reducing lever 25 includes a cam portion 25 1 and a curved second tooth portion 252, wherein the second tooth portion 252 is coupled to the first tooth portion 241.
定位凸緣28鄰接於離心配重塊24，可發揮限制離心配 重塊24轉動之功用。定位凸緣28軸向設有一凸緣孔281，減 壓才干25穿過凸緣孔28 1使得凸輪部25 1容置於閥動凸輪22之 容置槽221。 备減壓桿25之第二齒部252嚙合於第一齒部241時，第 一齒部241旁之定位部243會在減壓桿乃有軸向移動傾向時 發揮止擋作用，達到減壓桿25軸向定位目的。The locating flange 28 abuts the centrifugal weight 24 and functions to limit the rotation of the centrifugal weight 24. The locating flange 28 is axially provided with a flange hole 281 through which the pressure reducing rim 25 is passed so that the cam portion 25 1 is received in the accommodating groove 221 of the valve cam 22. When the second tooth portion 252 of the pressure reducing lever 25 is engaged with the first tooth portion 241, the positioning portion 243 beside the first tooth portion 241 acts as a stop when the pressure reducing rod has a tendency to move axially, and the pressure is reduced. The rod 25 is positioned axially.
參考圖3A、圖4A、圖5A，分別為減壓裝置於發揮減 壓作用時之立體圖、剖視圖及減壓桿頂升搖臂之示意圖。 當引擎低於特㈣速或停止運轉時’滑動桿则彈性件η 之施力而傾向滑出徑向貫孔21丨’當然同時也帶動離心配重 做相同滑移運動，滑移極限為離心配重塊2饿頂於凸 位置。此時藉由相嚙合之二齒部24U52,減壓 :一 °轉’使得凸輪部251露出於容置槽221，也相當 ==動凸輪22之外廊。如此-來，凸輪_當然也： 碰觸到搖臂32並將之頂升，發揮減㈣用。 會 考圖3B、圖4B、圖5B，分別為減壓F置夫私拣d 壓作用時之立鲈国. 々Μ洤裒罝未發揮減 體圖、剖視圖及減壓桿不頂升搖臂之示意 7 M404273 圖。當引擎運轉至一特定轉速以上時，滑動桿26及離心配 重塊24所受離心力使其足以抵抗彈性件27之施力而沿與上 述相反之方向滑移，滑移極限為止擋部262抵頂於止擔面 212時之位置已如前述。此時藉由相喷合之二齒部 241，252，減壓桿25產生樞轉，使得凸輪部251内藏於容置 槽221 ’也相當於低於閥動凸輪22之外廓。如此一來，凸輪 部251並未將搖臂32上頂，無減壓作用。 由上述可知’本創作之機構設計使得離心配重塊之滑 移運動透過齒輪齒條運動之原理控制減壓桿轉動，以選擇 式發揮引擎減壓作用。 本創作之優點在於可縮短轴件所需長度，有效縮小機 構整體尺寸，並且結構簡單、所用零件較習知少，也因此 組裝步驟減少。 參考圖ό，為第二實施例之減壓裝置分解圖。本例在 結構上與第一例之差異處在於，滑動桿是由分離之穿越部 51與帽蓋52構成。穿越部51與離心配重塊5〇一體成型，組 裝時是將穿越部51穿過凸輪轴21之徑向貫孔2Π，再以帽蓋 52螺合在穿越部5 1末端螺紋。當穿越部5丨沿徑向貫孔2 η 内縮移動至一程度時，帽蓋52抵頂於止擋面212而停止，構 成滑動桿一方向之位移極限。當然，此情形中彈性件”兩 端分別抵頂帽蓋52與凸輪軸21之止檔面212。 上述實施例僅係為了方便說明而舉例而已，本創作所 主張之權利範圍自應以申請專利範圍所述為準，而非僅限 於上述實施例。 M404273 l圖式簡單說明】 圖1係本創作货 圖2係本到作笑—較佳實施例之引擎剖視圖。 圖3A係本創^較佳實施例之減壓裝置分解圖。 時立體圖。[較佳實施例之減壓裝置發揮減壓作用 圖3B係本創作Referring to Fig. 3A, Fig. 4A, and Fig. 5A, respectively, a perspective view, a cross-sectional view, and a schematic view of the pressure reducing rod jacking arm of the pressure reducing device when the pressure reducing action is exerted. When the engine is lower than the special (four) speed or stops running, the sliding force of the elastic member η tends to slide out of the radial through hole 21丨'. Of course, the centrifugal weight is also driven to perform the same sliding motion, and the slip limit is away. The heart weight 2 is hungry over the convex position. At this time, by the meshing two-toothed portion 24U52, the decompression: one turn </ RTI> causes the cam portion 251 to be exposed to the accommodating groove 221, which is also equivalent to == the movable cam 22. So - come, the cam _ of course: touch the rocker arm 32 and lift it up, play the minus (four). Figure 3B, Figure 4B, and Figure 5B, respectively, when the decompression F is set by the private pressure d 作用 鲈 . . . . . . . . 减 减 减 减 减 减 减 减 减 减 减 减 减 减Signal the 7 M404273 diagram. When the engine is operated to a certain speed or higher, the sliding rod 26 and the centrifugal weight 24 are subjected to centrifugal force sufficient to resist the urging force of the elastic member 27 to slide in the opposite direction to the above, and the slip limit stop portion 262 is abutted. The position above the stop face 212 has been as described above. At this time, the pressure reducing lever 25 is pivoted by the two teeth 241, 252 which are sprayed, so that the cam portion 251 is housed in the accommodating groove 221' and is also lower than the outer contour of the valve cam 22. As a result, the cam portion 251 does not top the rocker arm 32, and has no decompression action. It can be seen from the above that the design of the mechanism of the present invention allows the sliding movement of the centrifugal weight to control the rotation of the pressure reducing rod through the principle of the motion of the rack and pinion, and the engine decompression action is selectively performed. The advantage of this creation is that the required length of the shaft member can be shortened, the overall size of the mechanism can be effectively reduced, and the structure is simple, the parts used are less conventional, and the assembly steps are reduced. Referring to the drawings, an exploded view of the pressure reducing device of the second embodiment is shown. This example differs in structure from the first example in that the slide bar is constituted by the separated crossing portion 51 and the cap 52. The traverse portion 51 is integrally formed with the centrifugal weight 5〇, and is assembled such that the traverse portion 51 passes through the radial through hole 2 of the cam shaft 21, and is screwed to the end portion of the traverse portion 51 by the cap 52. When the traversing portion 5 内 is retracted to a certain extent along the radial through hole 2 η, the cap 52 is stopped against the stop surface 212 to constitute a displacement limit of the sliding rod in one direction. Of course, in this case, the two ends of the elastic member respectively abut the top cover 52 and the stop surface 212 of the camshaft 21. The above embodiments are merely examples for convenience of description, and the scope of claims claimed by the present invention is patented. The scope of the description is not limited to the above embodiment. M404273 l Brief description of the drawing Fig. 1 is a cross-sectional view of the engine of the present invention. Explosion diagram of the decompression device of the preferred embodiment. Stereoscopic view. [The decompression device of the preferred embodiment exerts a decompression action.
用時立體圖較佳實施例之減壓裝置未發揮減壓作 圖4A係本釗作 時剖視圖。較佳實施例之減壓裝置發揮減麼作用 圖4B係本創竹货 Α 用時剖視圖較佳實施例之減壓裝置未發揮減壓作 圖5 Α係本創竹堂 時減麼桿料^^㈣施例之減㈣置發揮減壓作用 丨艰|之示意圖。 圖5 B係本創竹货The pressure reducing device of the preferred embodiment of the preferred embodiment does not exhibit a reduced pressure. Fig. 4A is a cross-sectional view of the present invention. The pressure reducing device of the preferred embodiment is used for reducing the effect. FIG. 4B is a cross-sectional view of the present invention. The pressure reducing device of the preferred embodiment is not subjected to decompression. FIG. ^ (4) The reduction of the case (4) is a schematic diagram of the role of decompression. Figure 5 B is the original bamboo goods
用時減壓桿實㈣之減職置未發揮減壓作 干不頂升搖臂之示意圖。 圖6係本創作第二實施例之減壓裝置分解圖。 汽缸體12 汽缸頭上蓋14 活塞連桿組16 傳動機構1 8 徑向貫孔211 【主要元件符號說明】 汽缸頭11 曲轴箱13 汽缸頭側蓋i 5 曲柄機構17 凸輪軸21 9 M404273 止擋面212 軸頸 213,214 閥動凸輪22,23 容置槽221 離心配重塊24,50 第一齒部241 插孔242 定位部243 減壓桿25 凸輪部251 第二齒部252 滑動桿26 頭部261 止擋部262 穿越部263,51 彈性件27 定位凸緣28 凸緣孔281 驅動輪31 搖臂32,33 傳動件34 第一軸承35 第二軸承36 固定座37 帽蓋52When using the decompression rod (4), the derating is not used to reduce the pressure. Figure 6 is an exploded view of the pressure reducing device of the second embodiment of the present invention. Cylinder block 12 Cylinder head cover 14 Piston connecting rod set 16 Transmission mechanism 1 8 Radial through hole 211 [Main component symbol description] Cylinder head 11 Crankcase 13 Cylinder head side cover i 5 Crank mechanism 17 Camshaft 21 9 M404273 Stop face 212 journal 213, 214 valve cam 22, 23 accommodating groove 221 centrifugal weight 24, 50 first tooth 241 jack 242 positioning portion 243 pressure reducing lever 25 cam portion 251 second tooth portion 252 sliding rod 26 head 261 Stop 262 Crossing portion 263, 51 Elastic member 27 Positioning flange 28 Flange hole 281 Drive wheel 31 Rocker arm 32, 33 Transmission member 34 First bearing 35 Second bearing 36 Mounting seat 37 Cap 52