WO2010127611A1

WO2010127611A1 - Decompression mechanism for cylinder of motor vehicle

Info

Publication number: WO2010127611A1
Application number: PCT/CN2010/072426
Authority: WO
Inventors: 洪选民
Original assignee: Hong Xuanmin
Priority date: 2009-05-04
Filing date: 2010-05-04
Publication date: 2010-11-11
Also published as: CN101881199B; CN101881199A

Abstract

A decompression mechanism for cylinders of motor vehicle comprises a decompression shaft (1), a decompression arm (3) connected with the decompression shaft, and a power supply (13) connected with the decompression arm through a decompression control circuit and a decompression solenoid valve (4). The decompression control circuit comprises an accelerator pedal control circuit and a normally closed switch (15) connected with a brake pedal (9). One end of the normally closed switch is electrically connected with the power supply, and the other end is connected with the decompression solenoid valve through the accelerator pedal control circuit. The decompression mechanism is used sufficiently, which is opened to force the engine to stop running in a specific state. The inertia of motor vehicle in a running state makes the engine idle in a fuel cut-off and flameout state. The mechanism returns to non-decompression state when normal working is needed. At the same time, the feed system returns to normal working, and the engine can be restored to normal working state again under the driving of the inertia force, the process is repeated, so as to achieve the aim of safety and oil saving.

Description

Air-red pressure reducing mechanism of motor vehicle

The invention relates to a pressure reducing mechanism, and in particular to a cylinder pressure reducing mechanism of a motor vehicle. Background technique

Most of the early-stage diesel engines produced at home and abroad are eddy current or pre-combustion chambers. The advantages are low noise during operation and low NO content in the exhaust gas, but the biggest disadvantage is that it is particularly difficult to start when the temperature is low. In response to this shortcoming, many manufacturers have designed a valve pressure reducing mechanism on the cylinder head of the diesel engine in order to increase the rotational speed of the diesel engine. When the engine starts low temperature, press the pressure reducing handle, and the pressure reducing shaft rotates to press the pressure reducing screw on the rocker arm to force the intake valve to open partially. When the engine is turning, the air entering the cylinder is no longer compressed. Under the drive of the starter, the engine speed increases rapidly. When the engine speed reaches a certain level, the pressure reducing handle is released, so that the pressure reducing mechanism loses the decompression action and the valve returns to normal operation. When the air inside the cylinder is rapidly compressed, the pressure and temperature rise quickly. When the fuel supply system injects fuel into the cylinder in time, the engine can be started very quickly. Initially, the decompression mechanism was designed specifically for engine start-up, and most of the single-cylinder diesel engines now in production are still using this technology when starting.

In recent years, with the reduction of the number of eddy current and pre-chamber engines, most diesel engines have adopted an easy-to-start direct injection combustion mode. The function of the cylinder pressure reduction mechanism as an auxiliary engine start-up has become less important. On the multi-cylinder direct injection diesel engine, the cylinder pressure reducing mechanism has been completely cancelled. However, the important functions of the cylinder decompression mechanism for safety and fuel economy have not yet been discovered and fully utilized. Summary of the invention

SUMMARY OF THE INVENTION An object of the present invention is to provide a cylinder decompression mechanism for a motor vehicle that overcomes the above-described deficiencies of the prior art.

To achieve the above object, the present invention adopts the following design scheme:

A cylinder pressure reducing mechanism for a motor vehicle includes a pressure reducing shaft, a pressure reducing arm connected to the pressure reducing shaft, and a power source connected to the pressure reducing arm through a pressure reducing control circuit and a pressure reducing solenoid valve The control circuit includes an accelerator pedal control circuit and a normally closed switch connected to the brake pedal, one end of the normally closed switch is electrically connected to the power source, and the other end of the normally closed switch is passed through the accelerator pedal control circuit and the reduction The pressure solenoid valve is connected.

Preferably, the pressure reduction control circuit further includes a selection switch connected to the power source, a first contact of the selection switch is electrically connected to the cylinder ignition circuit, and a second contact of the selection switch passes the normally closed A switch is coupled to the accelerator pedal control circuit.

Further, the accelerator pedal control circuit includes a first duplex switch coupled to the accelerator pedal of the vehicle.

Preferably, the first normally closed contact and the second normally open contact of the first double switch are respectively electrically connected to the normally closed switch, and the second normally closed contact of the first double switch is The pressure reducing solenoid valve is electrically connected, and the first normally open contact of the first double switch is electrically connected to the cylinder ignition circuit and the first contact of the selection switch, respectively.

Preferably, the pressure reduction control circuit further includes a speed relay control circuit coupled to the accelerator pedal control circuit.

Preferably, the speed relay control circuit includes a speed relay respectively connected to the normally closed switch and the first double switch, and a first connection electrically connected to the cylinder ignition circuit and the first contact of the selection switch Two double switch.

Preferably, the first normally open contact of the second double switch is electrically connected to the pressure reducing solenoid valve and the second normally closed contact of the first double switch, respectively, the second double switch The second normally open contact is electrically connected to the normally closed switch and the speed relay respectively; the first normally closed contact of the second double switch is electrically connected to the second normally open contact of the first double switch Connected, the second normally closed contact of the second double switch is electrically connected to the cylinder ignition circuit and the first contact of the selector switch, respectively. Further preferably, the pressure reduction control circuit further includes control means for setting an upper limit and a lower limit of the speed connected to the speed relay.

The invention has the advantages that: the invention fully utilizes the cylinder pressure reducing mechanism, and in a specific case, opens the pressure reducing mechanism to force the engine to stop working; in the case of oil cutoff, the engine is idling by the inertia of the vehicle traveling. When normal operation is required, the decompression mechanism is returned to the non-decompressed state. At the same time, the supply system resumes normal operation, and under the impetus of inertia, the engine can resume normal operation, and so repeatedly, thereby achieving safety and fuel economy. Purpose. DRAWINGS

1 is a schematic diagram of a circuit in a normal working state of an engine according to an embodiment of the present invention; FIG. 2 is a circuit diagram showing an engine cylinder decompression and an engine not working in the embodiment shown in FIG.

Figure 3 is a schematic view showing the circuit of the embodiment shown in Figure 1 when the engine cylinder is not decompressed and the engine is not operating;

4 is a schematic circuit diagram of the engine cylinder decompression and the engine not working under the control of the speed relay in the embodiment shown in FIG. 1;

Figure 5 is a schematic illustration of another embodiment of the present invention. detailed description

Example 1:

1 to 4, there is shown a preferred embodiment of a cylinder decompression mechanism of a motor vehicle according to the present invention, including a pressure reducing shaft 1, a pressure reducing arm 3, a pressure reducing solenoid valve 4, a power source 13, and a pressure reducing control circuit. The decompression arm 3 is connected to the decompression shaft 1, and the power source 13 is connected to the decompression arm 3 through a decompression control circuit and a decompression solenoid valve 4, the decompression control circuit including an accelerator pedal control circuit and a brake pedal 9 A normally closed switch 15 is connected, one end of the normally closed switch 15 is electrically connected to the power source 13, and the other end of the normally closed switch 15 is connected to the pressure reducing solenoid valve 4 via the accelerator pedal control circuit. Preferably, the pressure reduction control circuit further includes a selection switch connected to the power source 13, the first contact 7 of the selection switch is electrically connected to the cylinder ignition circuit 2, and the second contact 10 of the selection switch passes The normally closed switch 15 is connected to the accelerator pedal control circuit. The accelerator pedal control circuit includes a first duplex switch 20 coupled to the vehicle accelerator pedal 6. The first normally closed contact 8 of the first double switch 20 and the second normally open contact 12 are respectively electrically connected to the normally closed switch 15 , and the second normally closed switch of the first double switch 20 The contact 8 is electrically connected to the pressure reducing solenoid valve 4, and the first normally open contact 12 of the first double switch 20 is electrically connected to the cylinder ignition circuit 2 and the first contact 7 of the selection switch, respectively. connection. The pressure reducing control circuit further includes a speed relay control circuit connected to the accelerator pedal control circuit Road. The speed relay control circuit includes a speed relay 14 respectively connected to the normally closed switch 15 and the first double switch 20, and a first contact 7 connected to the cylinder ignition circuit 2 and the selection switch The second double switch 30. The first normally open contact 5 of the second double switch 30 is electrically connected to the pressure reducing solenoid valve 4 and the second normally closed contact 8 of the first double switch 20, respectively. The second normally open contact 5 of the double switch 30 is electrically connected to the normally closed switch 15 and the speed relay 14 respectively; the first normally closed contact 11 of the second double switch 30 is connected to the first double a second normally open contact 12 of the switch 20, electrically connected, a second normally closed contact 11 of the second double switch 30, and the cylinder ignition circuit 2 and the first contact 7 of the selector switch Electrical connection. The pressure reduction control circuit further includes control means for setting a speed upper limit and a lower limit to the speed relay 14. In the present embodiment, the motor vehicle cylinder pressure reducing mechanism of the present invention can be either manually controlled or automatically controlled.

The manual control method and automatic control method of the gasoline vehicle of this embodiment:

As described above, the cylinder decompression mechanism of the present invention is composed of the decompression arm 3, the decompression solenoid valve 4, the speed relay 14, the double switches 20 and 30, the normally closed switch 15, the selector switch, the battery, the accelerator pedal 6, and the brake pedal. 9 and cylinder ignition circuit 2 and so on.

Wherein, the whole circuit is composed of the ignition circuit 2, the speed relay 14 circuit and the decompression solenoid valve 4 circuit in parallel, and then connected with the normally closed switch 15 controlled by the hand brake pedal 9 and the battery, as shown in Fig. 1. The normally open contacts 12, 12 are connected in parallel with the normally closed contacts 8, 8, the normally closed contacts 11 and 11 controlled by the speed relay 14, and the normally open contacts 12 in the double switch 20 controlled by the accelerator pedal 6. , 12, in series. The accelerator pedal 6 controls the double switch 20, wherein the normally open contacts 12, 12 are connected in series in the gasoline electromechanical spray and ignition circuit 2, and the normally closed contacts 8, 8 are connected in series in the decompression solenoid valve 4 circuit. As long as the accelerator pedal 6 is pressed, the EFI and the ignition circuit 2 work normally, and the decompression solenoid valve 4 circuit is disconnected at the same time. When the throttle is lost, the pressure reducing solenoid valve 4 is energized and turned on immediately, and the electrospray and ignition circuit 2 is immediately disconnected. A normally closed switch 15 is also connected in series before the solenoid valve circuit 4 and the speed relay 14 circuit, and the normally closed contact is blocked by the brake pedal. 9 control.

Manual control works:

If the driver's foot does not leave the accelerator pedal 6 while the car is running, the car needs to decelerate when the curve is turning, and the driver's foot needs to release the accelerator pedal 6, which is connected to the normally open contact in the EFI and ignition circuit 2. 12, 12, automatic disconnection, so that the engine stops working due to power failure. versus At the same time, the normally closed switch contacts 8 and 8 connected in series in the circuit of the pressure reducing solenoid valve 4 automatically turn on the circuit of the pressure reducing solenoid valve 4, and the pressure reducing solenoid valve 4 is energized to drive the pressure reducing mechanism to open the valve decompression. When the engine is idling under the inertia of the car, as shown in Figure 2. After the turn, the driver re-presses the accelerator pedal 6, and the normally open switch contacts 12, 12 in the EFI and ignition circuit 2 are forcibly closed. This circuit resumes normal operation and re-supplies the oil. At the same time, the normally closed switch contacts 8, 8 in the circuit of the pressure reducing solenoid valve 4 are also forcibly opened to de-energize the circuit, the pressure reducing solenoid valve 4 stops working, and the pressure reducing mechanism returns to the non-decompressed state, the automobile The engine restarts, as shown in Figure 1. If the car needs to be decelerated during the decompression process, the driver simply presses the brake pedal 9, and the normally closed switch 15 connected in series in the circuit is forcibly opened. At this time, the decompression solenoid valve 4 is restored due to the power failure. To the non-decompressed state. At this point, although the engine valve resumes normal operation, the engine is still inactive due to power failure, as shown in Figure 3. If the driver releases the brake pedal 9 afterwards, the engine is restored to the decompressed inoperative state, as shown in Fig. 2, which often occurs when going downhill.

The automatic control of the speed relay of the gasoline vehicle of the embodiment and the working principle thereof

In the medium and high speed range, the driver can arbitrarily set the upper and lower limits of the speed by the control device (not shown) depending on the situation. The operating condition of the engine is automatically controlled by the pressure reducing solenoid valve 4, the speed relay 14, and the electrospray and ignition circuit 2 within the set speed range. When the car is running, if the speed reaches or exceeds the set speed limit, the speed relay 14 accepts the signal command from the control device to disconnect the normally closed contacts 11, 11 when the driver is unaware of the situation, causing electricity. The spray and ignition circuit 2 is de-energized, at the same time, the normally open contacts 5, 5 are closed, the circuit of the pressure reducing solenoid valve 4 is turned on, the energization of the pressure reducing solenoid valve 4 causes the valve to open and decompress, and the engine is decompressed. It is not working, and is driven by the inertia of the car, as shown in Figure 4. If the lower limit vehicle speed is reached while the vehicle is running, the speed relay 14 is again operated under the command of the control device without the driver's knowledge, and the normally closed contacts 11, 11 are closed, and the normally open contact 5 is closed. 5, open, the car EFI and ignition circuit 2 re-energize the power supply, at the same time, the decompression mechanism is powered off, the valve returns to normal operation, and the engine returns to normal operation, as shown in Figure 1. In this way, the driver of the horse does not release the throttle, the engine of the car is always alternated between the decompression and the normal working state, thereby eliminating the frequent operation of the driver. Speed relay 14 cannot be controlled below the lower limit The speed of the car is still freely controlled by the driver. If the speed needs to be decelerated within the range of the speed relay control, the driver only needs to drop the throttle and step on the brakes. The decompression circuit will return the valve to normal due to the power failure. At this time, the car is not decompressed and does not work, as shown in Figure 3. .

As can be seen from the above description, in the manual free control range, the driver only needs to step on the accelerator pedal 6, and the engine works immediately, as shown in FIG. When the throttle is lost, the engine stops working immediately, as shown in Figure 2. When the brakes are pressed, the engine valve returns to normal, but the engine still does not work due to power failure and fuel cut, as shown in Figure 3. When the brake is released, the engine returns to the decompression inoperative state, as shown in Figure 2. In the automatic control range, the vehicle speed reaches the set upper limit, the driver's foot does not release the throttle, and the engine will stop working, as shown in Figure 4. When the speed drops to the lower limit, the engine will automatically resume operation, as shown in Figure 1. In addition, the engine valve will resume normal operation under any circumstances, as long as the brakes are applied. If the engine is constantly working intermittently, not only can it save a lot of fuel, but it will also greatly reduce the emissions of various gases and temperatures.

Control selector switch

The decompression control device is mainly used when driving at a high speed in a car. When the speed is too low, it is not easy to operate. For this purpose, a selector switch is designed in the gasoline car circuit. The switch has two positions, the normal working position and the decompression control position. This switch can be installed in the driver's most convenient position to facilitate driving. Example 2:

Referring to Fig. 5, there is shown another preferred embodiment of a cylinder decompression mechanism of a motor vehicle according to the present invention. The main difference between this embodiment and the above embodiment is that manual control can be employed only. The cylinder pressure reducing mechanism of the present embodiment includes a pressure reducing shaft 1, a pressure reducing arm 3, a pressure reducing solenoid valve 4, a power source 13 and a pressure reducing control circuit, and the pressure reducing arm 3 is connected to the pressure reducing shaft 1, and the power source 13 is controlled by pressure reduction. a circuit and a pressure reducing solenoid valve 4 connected to the decompression arm 3, the decompression control circuit including an accelerator pedal control circuit and a normally closed switch 15 connected to the brake pedal 9, one end of the normally closed switch 15 and the The power source 13 is electrically connected, and the other end of the normally closed switch 15 is connected to the pressure reducing solenoid valve 4 through the accelerator pedal control circuit. Preferably, the pressure reduction control circuit further includes a selection switch connected to the power source 13, the first contact 7 of the selection switch is electrically connected to the cylinder ignition circuit 2, and the second contact 10 of the selection switch is passed The normally closed switch 15 Connected to the accelerator pedal control circuit. The accelerator pedal control circuit includes a first double switch 20 connected to the vehicle throttle panel 6. The first normally closed contact 8 of the first double switch 20, and the second normally open contact 12, The second normally closed contact 8 of the first double switch 20 is electrically connected to the pressure reducing solenoid valve 4, and the first double switch 20 is firstly connected. The open contacts 12 are electrically connected to the cylinder ignition circuit 2 and the first contact 7 of the selector switch, respectively.

In the preferred embodiment, the automotive cylinder decompression mechanism of the present invention can be manually controlled.

If the driver's foot does not leave the accelerator pedal 6 while the car is running, the car needs to decelerate when the curve is turning, and the driver's foot needs to release the accelerator pedal 6, which is connected to the normally open contact in the EFI and ignition circuit 2. 12, 12, automatic disconnection, so that the engine stops working due to power failure. At the same time, the normally closed switch contacts 8 and 8 connected in series in the circuit of the pressure reducing solenoid valve 4 automatically turn on the circuit of the pressure reducing solenoid valve 4, and the pressure reducing solenoid valve 4 is energized to drive the pressure reducing mechanism to open the valve decompression. At this point, the engine idling under the inertia of the car. After turning, the driver re-presses the accelerator pedal 6. At this time, the normally open switch contacts 12 and 12 in the EFI and ignition circuit 2 are forcibly closed, and the circuit resumes normal operation and re-supplies the oil. At the same time, the normally closed switch contacts 8, 8 in the circuit of the pressure reducing solenoid valve 4 are also forcibly opened to de-energize the circuit, the pressure reducing solenoid valve 4 is stopped, and the pressure reducing mechanism is returned to the non-decompressed state, the automobile The engine is back to work. If it is necessary to decelerate the car during decompression, the driver simply presses the brake pedal 9, and the normally closed switch 15 connected in series in the circuit is forcibly opened. At this time, the decompression solenoid valve 4 is restored due to the power failure. To the non-decompressed state. At this time, although the engine valve resumes normal operation, the engine is still inactive due to power failure. If the driver releases the brake pedal after the event, the engine returns to the decompressed inoperative state, which often occurs when going downhill.

It will be apparent to those skilled in the art that various types of engine decompression mechanisms can be constructed using the cylinder decompression mechanism of a motor vehicle of the present invention.

The above-described embodiments are merely illustrative of the invention, and are not intended to limit the invention, and various modifications and changes can be made by those skilled in the art without departing from the scope of the invention. The technical solutions are also intended to fall within the scope of the invention, and the scope of the invention should be defined by the claims.

Claims

Rights request

A cylinder decompression mechanism for a motor vehicle, comprising a pressure reducing shaft (1), a pressure reducing arm (3) connected to the pressure reducing shaft (1), and a pressure reducing control circuit and a pressure reducing solenoid valve (4) The power supply (13) connected to the decompression arm (3) is characterized in that: the decompression control circuit comprises an accelerator pedal control circuit and a normally closed switch (15) connected to the brake pedal (9), the normally closed One end of the switch (15) is electrically connected to the power source (13), and the other end of the normally closed switch (15) is connected to the pressure reducing solenoid valve (4) through the accelerator pedal control circuit.

2. The cylinder pressure reducing mechanism according to claim 1, wherein: said pressure reducing control circuit further comprises a selection switch connected to said power source (13), said first contact of said selection switch (7) Connected to the cylinder ignition circuit (2), the second contact (10) of the selector switch is connected to the throttle control circuit through the normally closed switch (15).

3. A cylinder decompression mechanism according to claim 2, wherein: said throttle pedal control circuit includes a first double switch (20) coupled to the vehicle accelerator pedal (6).

4. The cylinder pressure reducing mechanism according to claim 3, wherein: the first normally closed contact (8,) and the second normally open contact (12,) of the first double switch (20) respectively, said normally closed switch (15) is electrically connected to the first double switch ⁽²⁰⁾ a second normally closed contact (8) and the pressure reducing solenoid valve (4) is electrically connected to a second A first normally open contact (12) of a duplex switch (20) is electrically coupled to the cylinder firing circuit (1) and the first contact (7) of the selector switch, respectively.

The cylinder pressure reducing mechanism according to claim 4, wherein: said pressure reducing control circuit further comprises a speed relay control circuit connected to said accelerator pedal control circuit.

6. The cylinder pressure reducing mechanism according to claim 5, wherein: said speed relay control circuit comprises a speed relay respectively connected to said normally closed switch (15) and said first double switch (20) (14) and a second double switch (30) electrically coupled to the cylinder ignition circuit (1) and the first contact (7) of the selector switch.

The cylinder pressure reducing mechanism according to claim 6, wherein: the first normally open contact (5,) of the second double switch (30) and the pressure reducing solenoid valve (4) And said a second normally closed contact (8) of the first double switch (20) is electrically connected, and a second normally open contact (5) of the second double switch (30) is respectively connected to the normally closed switch (15) And a speed relay U ⁴ ) electrically connected; a first normally closed contact (11 ) of the second double switch (30) and a second normally open contact of the first double switch (20) , electrically connected, the second normally closed contact (11) of the second double switch (30) is electrically connected to the cylinder ignition circuit (1) and the first contact (7) of the selector switch connection.

The cylinder decompression mechanism according to claim 6 or 7, wherein the decompression control circuit further comprises control means for setting an upper limit and a lower limit of the speed connected to the speed relay (14).