Engine starting decompression mechanism and motorcycle

Abstract

The present application relates to the technical field of motorcycle engine manufacturing, in particular to an engine starting decompression mechanism and a motorcycle, comprising an engine body, further comprising a valve top cup, the valve top cup is composed of a valve cover and a valve rod, a rotary pressure valve for conducting and discharging compressed air is installed inside the valve cover, an exhaust mesh cover for exhaust is installed on the valve cover, an exhaust hole for discharging compressed air is formed at the lower end of the rotary pressure valve; a valve core lifting rod for opening and locking the rotary pressure valve is slidably installed in the valve rod; the cam block drives the valve core lifting rod to slide up and down, through the cooperation of the rotary pressure valve and the valve core lifting rod, the problem that the starting mechanism needs to be triggered every time the engine starts is solved, thereby improving the use efficiency of the starting decompression mechanism, reducing the invalid use frequency of the decompression mechanism, and prolonging the service life of the mechanism.

Description

Technical Field

[0001] This invention relates to the field of motorcycle engine manufacturing technology, specifically to an engine starting decompression mechanism and a motorcycle. Background Technology

[0002] In traditional motorcycle engines, starting requires overcoming the compression resistance inside the cylinder, especially in low-temperature environments where the gas density inside the cylinder is higher, requiring greater starting force. The starting decompression device in a motorcycle engine is designed to reduce the pressure during the starting process, providing a smoother starting experience.

[0003] Currently, common starting and pressure-reducing mechanisms mainly utilize the centrifugal force on the camshaft as the starting and closing condition. Through the coordinated changes of the centrifugal block and the counterweight, the centrifugal block adjusts the pressure-reducing valve stem. A tension spring connects the two swinging blocks to maintain the consistency of the reaction force and improve synchronicity. The design incorporates inwardly swinging hooks that abut and limit each other, eliminating the need for external limiting structures and increasing structural stability. The swinging blocks are less prone to loosening when not in operation. Through a linkage structure, the hooks on the swinging blocks drive the pressure-reducing valve stem to reciprocate, improving control stability, preventing unstable valve stem stroke and sudden abnormal rotation, and ensuring the reliability of the starting and pressure-reducing device.

[0004] Based on the above, although the starting pressure reducing device is simple in mechanism and highly reliable, the need for a pressure reducing device in existing motorcycle engines is not always present. In motorcycles that are frequently used, due to factors such as long-term wear, sufficient lubrication of the lubricating oil, and engine performance, the use of the pressure reducing device should be determined on a case-by-case basis. Obviously, the above-mentioned starting pressure reducing device cannot perform targeted pressure reduction based on the pressure inside the engine cylinder; it can only perform pressure reduction every time the engine is started.

[0005] In view of the above, in order to overcome the above technical problems, the present invention designs an engine starting decompression mechanism and a motorcycle, thus solving the above technical problems. Summary of the Invention

[0006] The technical problem to be solved by the present invention is that the existing engine decompression device performs decompression action every time it is started, which cannot perform efficient decompression action according to the actual situation. Repeated decompression operation will cause wear and tear on the engine, and the repeated ineffective decompression action makes the working efficiency of the decompression mechanism poor.

[0007] To address the above problems, the present invention provides the following technical solution:

[0008] An engine starting decompression mechanism and a motorcycle are disclosed, comprising an engine body, a cam block mounted on a camshaft on the engine body, and a valve top cup mounted below the cam block. The valve top cup consists of a valve cover and a valve stem. A rotary pressure valve, which is opened by rotating compressed air, is installed inside the valve cover. An exhaust screen cover is fixedly installed at the upper end of the valve cover, and an exhaust hole is opened at the lower end of the valve cover. A valve core push rod, which locks the rotary pressure valve by meshing with teeth, is slidably installed inside the valve stem. The valve core push rod moves upward through the movement of the camshaft, thereby unlocking the rotary pressure valve. The rotary pressure valve controls the opening and closing of the valve by comparing the rotational potential energy generated by the compressed air in the internal slot with the elastic potential energy of the spring.

[0009] Based on existing technology, this invention, building upon the existing centrifugal block-driven pressure reducing valve stem, connects the valve core push rod to the pressure reducing valve stem. When the centrifugal block reduces pressure on the pressure reducing valve stem, it drives the valve core push rod to move. Simultaneously, this invention also designs a rotary pressure valve linked to the valve core push rod. Unlike existing technologies, this invention does not perform pressure reduction through the valve top cup, but rather by installing a rotary pressure valve at the lower end of the valve top cup. When not in operation, the rotary pressure valve is locked by the valve core push rod. Therefore, when the valve core push rod begins to move, it opens the first valve for compressed air flow; correspondingly, the rotary pressure valve unlocks. The rotary pressure valve utilizes the pressure of compressed air within the engine cylinder to obtain the kinetic energy for rotational motion. The entire process occurs within one piston stroke during engine startup.

[0010] It is worth noting that the rotary pressure valve uses the pressure of compressed air in the engine cylinder to obtain the kinetic energy for rotational motion. The pressure of the compressed air needs to reach the starting pressure value of the rotary pressure valve to obtain sufficient rotational kinetic energy. Furthermore, the rotary pressure valve controls a second valve that conducts compressed air, so that the compressed air will be discharged from the engine cylinder. This invention achieves a more stable and reliable pressure reduction operation through the linkage control of the two valves, the rotary pressure valve and the valve core push rod. The rotary pressure valve compares the pressure of the compressed air to achieve a more efficient and accurate pressure reduction action.

[0011] The rotary pressure valve includes a supporting housing and a rotary valve disc. A pressure hole is provided at the bottom of the supporting housing. The rotary valve disc is rotatably installed inside the supporting housing. A rotary exhaust box for resetting the rotary valve disc and allowing compressed air to flow is installed on the rotary valve disc. A rotary blade is installed at the center of the rotary valve disc. A fan-shaped through groove is provided on the rotary blade. The fan-shaped area of ​​the fan-shaped through groove rotates and connects to the rotary exhaust box. The rotary valve disc overcomes the spring tension by the pressure of the compressed air, causing the rotary blade to rotate to the connected position. Thus, the rotary pressure valve efficiently discharges compressed air according to the pressure of the compressed air.

[0012] Compressed air enters the pressurization port and the exhaust port almost simultaneously. The thrust of the compressed air driving the rotary valve disc needs to reach the tension value of the spring connected to the rotary valve disc for the rotary valve disc to work. This also means that when the piston moves in the engine cylinder and compresses the air in the cylinder, causing the compressed air to act on the rotary valve disc, the rotary valve disc will determine whether to open the second valve based on the pressure of the compressed air. This not only ensures that the pressure in the engine cylinder is appropriate, but also ensures that the pressure reduction mechanism of the present invention can specifically reduce the pressure in the engine cylinder when the pressure in the engine cylinder is too high, causing starting difficulties.

[0013] The rotary valve disc has a power air groove on its inner circumference for driving the rotary valve disc to rotate. The power air groove is formed by a series of thrust grooves. The area of ​​the air inlet end of the thrust groove is smaller than the area of ​​the air outlet end. The difference in the force area between the air outlet end and the air inlet end of the thrust groove causes the pressure of the compressed air to act on the air outlet end, thereby causing the rotary pressure valve to quickly respond to the pressure of the compressed air and open.

[0014] This invention arranges the power air groove in a circular pattern, with the power air groove located on the rotary valve disc near the circumferential edge. The power air groove receives a driving force tangential to the rotary valve disc, which is distributed along the circumferential tangent. Since the power air groove is only distributed on one side of the circumference of the rotary valve disc, the rotational loss of the driving force is small.

[0015] Furthermore, the power air chamber is equipped with multiple thrust slots, each with an inlet area smaller than the outlet area. These thrust slots are connected by interconnected ventilation slots. As a cavity where compressed air resides, the thrust slots allow compressed air to enter through the smaller inlet ventilation slot. As the space of the thrust slots increases, the ventilation slots between them remain smaller than the larger outlet area of ​​the thrust slots. Compressed air continuously flows in and generates thrust at the outlet of the thrust slots. Simultaneously, the compressed air also passes through the ventilation slots into the next thrust slot, thus entering the next thrust stroke. In this way, the compressed air generates multi-stage, continuous, and rapid thrust within the power air chamber.

[0016] The first end of the power air groove is provided with a stroke groove, which corresponds to the pressurization hole. The stroke of the stroke groove is opened along the circumference of the power air groove. The stroke length of the stroke groove is the value of the circumference of the arc of the pressurization hole. This allows the stroke groove to continuously receive compressed air from the pressurization hole. The pressurization hole slides in the stroke groove to allow compressed air to continuously enter the power air groove, thereby giving the power air groove continuous pressure.

[0017] In order to accurately determine the pressure of compressed air, a stroke groove is provided at the beginning of the power air chamber. The stroke groove has a stroke length value corresponding to the rotation stroke of the rotary pressure valve. At the same time, the pressure port serves as the opening for compressed air to enter the stroke groove. Compressed air will be continuously introduced into the pressure port until the stroke groove rotates to the end position and the rotary valve disc reaches the maximum valve opening angle. The sufficiently long stroke groove for compressed air to enter ensures that the power air chamber has enough compressed air to provide driving force, and can continuously sense the pressure changes of compressed air in the engine cylinder.

[0018] The bottom of the supporting shell is provided with a pressure relief hole, and the end of the power air groove is provided with a stop groove corresponding to the pressure relief hole. The stop groove and the pressure relief hole are aligned by rotating the valve disc. Thus, while the rotating valve disc discharges the internal gas pressure, the rotating pressure valve can repeatedly and quickly sense the pressure of compressed air.

[0019] As described above, the rotary valve disc rotates under the action of compressed air. The power air groove on the rotary valve disc obtains sufficient compressed air through the stroke groove, thereby obtaining a large thrust. The end of the power air groove is provided with a stop groove corresponding to the pressure relief hole. The stop groove is located on the last thrust groove of the power air groove. When compressed air enters the stop groove, it cannot move forward and will remain inside the power air groove. This requires the pressure relief groove to discharge the compressed air in the power air groove, thereby balancing the air pressure in the power air groove and the cylinder, and ensuring that the rotary valve disc is not damaged by high pressure.

[0020] The rotary exhaust box is equipped with a pressure spring for providing the rotational pulling force of the rotary pressure valve; a sealing end cover is rotatably installed at the lower end of the rotary exhaust box and fixedly connected to the valve core push rod. The sealing end cover has a venting groove, which is fan-shaped. The fan-shaped area of ​​the venting groove is connected to the fan-shaped through groove by the overlapping conduction angle, so that the rotary pressure valve can continuously and efficiently discharge compressed air.

[0021] Based on the above, the rotary pressure valve generates a series of linked and pressure-reducing opening movements through rotation. The pressure of the compressed air is in opposition to the tension of the pressure spring, thereby reducing the rated compressed air pressure in the engine cylinder. The vent groove rotates accordingly when the exhaust box is rotated. At this time, the fan-shaped area of ​​the vent groove will coincide with the fan-shaped through groove, thus gradually loading the compressed air. Once the pressure of the compressed air drops to the trigger pressure of the pressure spring, the rotary pressure valve will reset, and the vent groove will be misaligned and closed with the fan-shaped through groove, thereby closing the rotary pressure valve.

[0022] The upper end of the rotary exhaust box is provided with an exhaust strip groove. The angle between the exhaust strip groove and the ventilation strip groove is the angle at which the rotary exhaust box rotates. As the rotary exhaust box rotates, it drives the exhaust strip groove to rotate, and the exhaust strip groove and the ventilation strip groove gradually overlap, thereby enabling the rotary exhaust box to quickly discharge compressed air.

[0023] Furthermore, the venting groove allows compressed air to enter the interior of the rotating exhaust box. In reality, the venting groove does not rotate but is fixedly connected to the outer wall of the valve stem. In this way, the fan-shaped venting groove and the exhaust groove rotate. Therefore, it is easy to see that the fan-shaped venting groove and the exhaust groove should be in corresponding positions. The two are separated by the misalignment of the fixedly installed venting groove. This misalignment angle of the venting groove is the rotation angle of the rotating exhaust box, which ensures that the rotating exhaust box can quickly discharge compressed air.

[0024] The valve core push rod is equipped with a locking pressure plate for locking the rotary pressure valve. The locking pressure plate is also equipped with a pressure spring. The lower end face of the locking pressure plate is provided with a biting slope, and the biting slope is provided with locking teeth. The biting slope and locking teeth make the rotary pressure valve stop after the engine is started, thereby reducing the number of times the rotary pressure valve is operated.

[0025] Based on the above analysis, the valve core push rod is the working state triggering device of the present invention. According to the existing centrifugal block plus counterweight snap ring design, the working state of the valve core push rod can be easily changed. When the valve core push rod is in the stopped state, the initial working state of the valve core push rod is locked by the downward pressure of the compression spring. That is, the valve core push rod locks the rotary pressure valve through the locking teeth on it.

[0026] A locking base is installed on the rotary valve disc. The locking base has a positioning slope and a locking slope. The locking slope has meshing teeth corresponding to the locking teeth. The positioning slope has an inclination angle greater than that of the locking slope and the horizontal plane. The difference in inclination angle between the positioning slope and the locking slope allows the valve core push rod to quickly position itself when pressed down and to generate a larger gap when lifted up. This allows the valve core push rod to quickly lock the rotary pressure valve and quickly release compressed air.

[0027] Based on the above analysis, the engagement ramp and the locking ramp are in contact. The locking teeth on the engagement ramp mesh with the engagement teeth, thereby restricting the rotation of the rotary valve disc. The tilt angle between the positioning ramp and the horizontal plane is greater than that between the locking ramp and the horizontal plane, thereby obtaining a larger air inlet volume and preventing the fan from being too high. The tilt angle of the positioning ramp allows the valve core push rod to quickly position when pressed down and to generate a larger gap when lifted, thus enabling the valve core push rod to quickly lock the rotary pressure valve and quickly release compressed air.

[0028] A motorcycle includes a motorcycle body and an engine body, the engine body being mounted on the motorcycle body.

[0029] The beneficial effects of this invention are as follows:

[0030] 1. This invention, by setting up a rotary pressure valve and a valve core push rod, allows the cam block to pull the valve core push rod upward when the engine starts, thus releasing the rotary pressure valve. The air pressure in the rotary pressure valve reaches the tension of the pressure spring, thereby opening the rotary pressure valve. This invention solves the problem that the starting device needs to be triggered every time the engine starts, thereby improving the efficiency of the starting pressure reducing mechanism, reducing the number of times the pressure reducing mechanism is used, and extending the service life of the mechanism.

[0031] 2. The present invention provides a power air groove inside the rotary valve disc, which has multiple thrust grooves, and the inlet area of ​​the thrust grooves is smaller than the outlet area. Compressed air pushes multiple thrust grooves, and the compressed air enters the thrust grooves and acts on the outlet end face with a larger area, thereby rotating the pressure valve to obtain a greater thrust. At the same time, rotating the pressure valve can respond to the pressure of compressed air more quickly, thus enabling the rotary pressure valve to achieve a more accurate and rapid conduction speed.

[0032] 3. The present invention provides a pressure relief hole on the supporting shell of the rotary pressure valve and a stop groove at the end of the power air slot. Rotating the pressure valve drives the internal rotary valve disc to rotate, thereby making the stop groove and the pressure relief hole connected, releasing the compressed air in the power air slot. This solves the problem of excessive compressed air pressure in the power air slot causing the rotary pressure valve to exceed its limit, and also resets the rotary pressure valve to prepare for the next pressure reduction action, thus making the rotary pressure valve more reliable. Attached Figure Description

[0033] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0034] The above and other aspects of the invention will now be described by way of example only, with reference to the accompanying drawings, in which:

[0035] Figure 1 This is a schematic diagram of the motorcycle of the present invention;

[0036] Figure 2 This is a schematic diagram of the installation of the valve top cup of the present invention;

[0037] Figure 3 This is a schematic diagram of the working part of the valve top cup of the present invention;

[0038] Figure 4 This is a bottom plan view of the valve top cup of the present invention;

[0039] Figure 5 This is the present invention. Figure 3 Cross-sectional view at point AA;

[0040] Figure 6 This is the present invention. Figure 5 Schematic diagram of compressed air flow in the open valve state

[0041] Figure 7 This is a schematic diagram of the rotary valve disc of the present invention;

[0042] Figure 8 This is a schematic diagram of the interior of the rotary valve disc of the present invention;

[0043] Figure 9 This is a schematic diagram of the rotating slice of the present invention;

[0044] Figure 10 This is a schematic diagram of the lower end of the rotary valve disc of the present invention;

[0045] Figure 11 This is a cross-sectional view of the rotary valve disc of the present invention;

[0046] Figure 12 This is a schematic diagram of the valve core push rod of the present invention.

[0047] In the diagram: 1. Engine body; 11. Camshaft; 12. Cam catch; 2. Valve top cup; 21. Valve cover; 22. Valve stem; 3. Rotary pressure valve; 31. Support housing; 311. Pressurization port; 312. Depressurization port; 32. Rotary valve disc; 321. Power air groove; 322. Thrust groove; 323. Stroke groove; 324. Stop groove; 33. Rotary exhaust box; 331. Pressure... 332. Force spring; 333. Sealing end cap; 334. Vent groove; 335. Exhaust groove; 34. Rotating slice; 346. Fan-shaped through groove; 35. Locking base; 357. Positioning bevel; 358. Locking bevel; 359. Engaging teeth; 40. Valve core push rod; 410. Locking pressure plate; 411. Engaging bevel; 412. Locking teeth; 42. Compression spring; 5. Exhaust mesh cover; 6. Exhaust hole. Detailed Implementation

[0048] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0049] like Figures 1 to 5As shown, the present invention provides an engine starting decompression mechanism and a motorcycle, including an engine body 1, a cam block 12 mounted on a camshaft 11 on the engine body 1, and a valve top cup 2, which is mounted below the cam block 12. The valve top cup 2 is composed of a valve cover 21 and a valve stem 22. A rotary pressure valve 3, which uses compressed air to rotate and open the valve, is installed inside the valve cover 21. An exhaust screen cover 5 is installed on the valve cover 21, and an exhaust hole 6 is opened at the lower end of the valve cover 21. A valve core push rod 4, which locks the rotary pressure valve 3 by meshing with the tooth surface, is slidably installed inside the valve stem 22. The valve core push rod 4 moves upward through the movement of the camshaft 11, thereby unlocking the rotary pressure valve 3. The rotary pressure valve 3 controls the opening and closing of the valve by comparing the rotational potential energy generated by the compressed air in the internal slot with the elastic potential energy of the spring.

[0050] When the engine is started, the camshaft 11 on the engine body 1 will start to rotate. At the same time, the cam block 12 will also rotate, which will adjust the pressure relief valve rod. The pressure relief valve rod will drive the valve core push rod 4 to move. At the same time, the exhaust port 6 will be opened, and compressed air will enter the exhaust port 6. Before this, the valve core push rod 4 and the rotary pressure valve 3 are locked by the valve core push rod 4. As the valve core push rod 4 moves, the rotary pressure valve 3 will also move according to the pressure of the compressed air. Once the compressed air pressure reaches the trigger pressure of the rotary pressure valve 3, the rotary pressure valve 3 will start to rotate. Then the rotary pressure valve 3 will gradually open the valve, and the compressed air will further pass through the rotary pressure valve 3. Finally, the compressed air will be discharged from the exhaust screen cover 5.

[0051] This invention involves installing a rotary pressure valve 3 at the lower end of the valve cup 2. When not in operation, the rotary pressure valve 3 is locked by the valve core push rod 4. Therefore, when the valve core push rod 4 begins to move, it opens the first valve for compressed air flow. Correspondingly, the rotary pressure valve 3 unlocks. The rotary pressure valve 3 utilizes the pressure of compressed air within the engine cylinder to obtain rotational kinetic energy, and this entire process occurs within one piston stroke during engine startup. The pressure of the compressed air in the engine cylinder must reach the starting pressure value of the rotary pressure valve 3 to obtain sufficient rotational kinetic energy. Furthermore, the rotary pressure valve 3 controls the second valve for compressed air flow, thus allowing compressed air to be discharged from the engine cylinder.

[0052] like Figures 4 to 9As shown, the rotary pressure valve 3 includes a supporting housing 31 and a rotary valve disc 32. The bottom end of the supporting housing 31 is provided with a pressure hole 311. The rotary valve disc 32 is rotatably installed inside the supporting housing 31. A rotary exhaust box 33 for resetting the rotary valve disc 32 and for the flow of compressed air is installed on the rotary valve disc 32. A rotary blade 34 is installed at the center of the rotary valve disc 32. A fan-shaped through groove 341 is provided on the rotary blade 34. The fan-shaped area of ​​the fan-shaped through groove 341 rotates and connects to the rotary exhaust box 33. The rotary valve disc 32 overcomes the spring tension by the pressure of the compressed air, causing the rotary blade 34 to rotate to the connected position. Thus, the rotary pressure valve 3 efficiently discharges compressed air according to the pressure of the compressed air.

[0053] When the rotary pressure valve 3 is working, a portion of the compressed air enters the interior of the rotary valve disc 32 through the pressurization port 311. The pressure of the compressed air then drives the rotary valve disc 32 to rotate. At the same time, the rotary valve disc 32 drives the rotary slice 34 to rotate. When the fan-shaped through groove 341 on the rotary slice 34 rotates to the open position, most of the compressed air will enter the rotary exhaust box 33 through the exhaust port 6 and then be discharged from the top of the rotary exhaust box 33.

[0054] Compressed air enters the interior of the rotary pressure valve 3 through the exhaust port 6. Some of the compressed air also enters the interior of the rotary valve disc 32 through the pressurization port 311. The compressed air entering the rotary pressure valve 3 remains at the inlet position because the rotary pressure valve 3 is not open. The compressed air entering the rotary valve disc 32 will push the rotary valve disc 32 to rotate, that is, the rotary pressure valve 3 will also start to rotate. The rotary pressure valve 3 is also provided with a rotary slice 34. The fan-shaped through groove 341 opened on the rotary slice 34 will reach the designated conduction position by rotation. The rotary slice 34 is disc-shaped and rotates with the rotary valve disc 32. The rotation of the fan-shaped through groove 341 will gradually connect with the ventilation groove on the rotary exhaust box 33.

[0055] like Figure 4 and Figure 10 As shown, the rotary valve disc 32 has a power air groove 321 on its inner circumference for driving the rotary valve disc 32 to rotate. The power air groove 321 is formed by a series of thrust grooves 322. The area of ​​the air inlet end of the thrust groove 322 is smaller than the area of ​​the air outlet end. The difference in the force area between the air outlet end and the air inlet end of the thrust groove 322 causes the pressure of the compressed air to act on the air outlet end, thereby causing the rotary pressure valve 3 to quickly respond to the pressure of the compressed air and open.

[0056] Compressed air entering the thrust slot 322 enters through the venting slot at the smaller inlet end. As the space of the thrust slot 322 increases, the venting slots between the thrust slots 322 are smaller than the outlet end of the thrust slot 322, which has a larger area. Compressed air is continuously introduced and generates thrust on the outlet end of the thrust slot 322. At the same time, the compressed air will also enter the next thrust slot 322 through the venting slot, and then the compressed air will enter the next thrust stroke. The power air groove 321 is subjected to the pressure of compressed air. In order to make the compressed air generate a more rapid driving force on the power air groove 321, the present invention sets the power air groove 321 in a circumferential manner. The power air groove 321 is located on the rotary valve disc 32 near the edge of the circumference. The power air groove 321 obtains a driving force tangential to the rotary valve disc 32. This driving force is distributed along the circumferential tangent. Since the power air groove 321 is only distributed on one side of the circumference of the rotary valve disc 32, the rotational loss of the driving force is small. The power air groove 321 is also provided with multiple thrust grooves 322 with the inlet end area smaller than the outlet end area. The thrust grooves 322 are connected by a connecting vent groove, and the thrust grooves 322 serve as cavities for the compressed air to stay.

[0057] like Figure 5 , Figure 8 and Figure 11 As shown, the first end of the power air groove 321 is provided with a stroke groove 323, which corresponds to the pressurization hole 311. The stroke of the stroke groove 323 is opened along the circumference of the power air groove 321. The stroke length of the stroke groove 323 is the value of the circumference of the arc of the pressurization hole 311, so that the stroke groove 323 continuously receives compressed air from the pressurization hole 311. The pressurization hole 311 slides in the stroke groove 323 to allow compressed air to continuously enter the power air groove 321, thereby giving the power air groove 321 continuous pressure.

[0058] The first end of the power air groove 321 is provided with a stroke groove 323. The stroke groove 323 has a stroke length value corresponding to the rotation stroke of the rotary pressure valve 3. At the same time, the pressure hole 311 serves as the opening for compressed air to enter the stroke groove 323. The pressure hole 311 will continuously supply compressed air until the stroke groove 323 rotates to the end position and the rotary valve disc 32 reaches the maximum valve opening angle. The sufficiently long stroke groove 323 for compressed air to enter ensures that the power air groove 321 has enough compressed air to provide driving force, and can continuously sense the pressure changes of the compressed air in the engine cylinder.

[0059] like Figure 10 and Figure 11As shown, a pressure relief hole 312 is provided at the bottom of the supporting housing 31, and a stop groove 324 corresponding to the pressure relief hole 312 is provided at the end of the power air groove 321. The stop groove 324 and the pressure relief hole 312 are aligned by rotating the rotary valve disc 32. Thus, while the rotary valve disc 32 discharges the internal gas pressure, the rotary pressure valve 3 can repeatedly and quickly sense the pressure of compressed air.

[0060] The rotary valve disc 32 rotates under the action of compressed air. The power air groove 321 on the rotary valve disc 32 obtains sufficient compressed air through the stroke groove 323, thereby obtaining a large driving force. The end of the power air groove 321 is provided with a stop groove 324 corresponding to the pressure relief hole 312. The stop groove 324 is opened on the last thrust groove 322 of the power air groove 321. When compressed air enters the stop groove 324, it cannot move forward and will stay inside the power air groove 321. This requires the pressure relief groove to discharge the compressed air in the power air groove 321.

[0061] like Figure 6 and Figure 7 As shown, a pressure spring 331 for providing rotational pulling force to the rotary pressure valve 3 is installed inside the rotary exhaust box 33; a sealing end cover 332 fixedly connected to the valve core push rod 4 is rotatably installed at the lower end of the rotary exhaust box 33. A venting groove 333 is provided on the sealing end cover 332. The venting groove 333 is fan-shaped. The fan-shaped area of ​​the venting groove 333 is connected to the fan-shaped through groove 341 by the overlapping conduction angle, so that the rotary pressure valve 3 can continuously and efficiently discharge compressed air.

[0062] The pressure of the compressed air is in opposition to the tension of the pressure spring 331, thereby reducing the rated compressed air pressure in the engine cylinder. The venting groove 333 rotates when the exhaust box 33 is rotated. At this time, the fan-shaped area of ​​the venting groove 333 will coincide with the fan-shaped through groove 341, thus gradually loading the compressed air. Once the pressure of the compressed air drops to the trigger pressure of the pressure spring 331, the rotating pressure valve 3 will reset, and the venting groove 333 will be misaligned and closed with the fan-shaped through groove 341, thereby closing the rotating pressure valve 3.

[0063] like Figure 6 and Figure 7 As shown, the upper end of the rotary exhaust box 33 is provided with an exhaust strip groove 334. The angle between the exhaust strip groove 334 and the ventilation strip groove 333 is the angle of rotation of the rotary exhaust box 33. When the rotary exhaust box 33 rotates, it drives the exhaust strip groove 334 to rotate. At the same time, the exhaust strip groove 334 and the ventilation strip groove 333 gradually overlap, thereby enabling the rotary exhaust box 33 to quickly discharge compressed air.

[0064] The venting groove 333 allows compressed air to enter the interior of the rotating exhaust box 33. In reality, the venting groove 333 does not rotate, but is fixedly connected to the outer wall of the valve stem 22. In this way, the fan-shaped through groove 341 and the exhaust groove 334 rotate. It is easy to see that the fan-shaped through groove 341 and the exhaust groove 334 should be in corresponding positions. The two are separated by the offset of the fixedly installed venting groove 333. This offset angle of the venting groove 333 is the rotation angle of the rotating exhaust box 33, which ensures that the rotating exhaust box 33 can quickly discharge compressed air.

[0065] like Figure 4 and Figure 12 As shown, a locking pressure plate 41 for locking the rotary pressure valve 3 is installed on the valve core push rod 4. A pressure spring 42 is also installed on the locking pressure plate 41. The lower end face of the locking pressure plate 41 is provided with a meshing inclined surface 411. A locking tooth 412 is provided on the meshing inclined surface 411. The meshing inclined surface 411 and the locking tooth 412 make the rotary pressure valve 3 stop after the engine is started, thereby reducing the number of times the rotary pressure valve 3 is operated.

[0066] During operation, the valve core push rod 4 moves upward through the camshaft 11, which in turn opens the first valve above the exhaust port 6, allowing compressed air to enter the internal cavity of the rotary pressure valve 3. At this time, it waits for feedback from the rotary pressure valve 3. When the pressure of the compressed air is greater than the trigger pressure of the rotary pressure valve 3, the rotary pressure valve 3 opens the second valve, allowing the compressed air to flow further.

[0067] When the engine is started, the camshaft 11 loses control of the valve core push rod 4 under the action of centrifugal force. The valve core push rod 4 slides downward under the action of the compression spring 42, thereby locking the engagement slope 411 on the pressure plate 41 to contact the rotary pressure valve 3, and locking the rotary pressure valve 3 through the locking teeth 412 on the engagement slope 411.

[0068] The valve core push rod 4 is the working state triggering device of the present invention. According to the existing centrifugal block plus counterweight snap ring design, the working state of the valve core push rod 4 can be easily changed. When the valve core push rod 4 is stopped, the initial working state of the valve core push rod 4 is locked by the downward pressure of the compression spring 42. That is, the valve core push rod 4 locks the rotary pressure valve 3 through the locking teeth 412 on it.

[0069] like Figure 4 and Figure 7As shown, a locking base 35 is installed on the rotary valve disc 32. The locking base 35 has a positioning inclined surface 351 and a locking inclined surface 352. The locking inclined surface 352 is equipped with a meshing tooth 353 corresponding to the locking tooth 412. The positioning inclined surface 351 has a greater inclination angle than the locking inclined surface 352 and the horizontal plane. The difference in inclination angle between the positioning inclined surface 351 and the locking inclined surface 352 allows the valve core push rod 4 to quickly position when pressed down and generate a larger gap when lifted up. This allows the valve core push rod 4 to quickly lock the rotary pressure valve 3 and quickly release compressed air.

[0070] When the locking ramp 352 on the rotary valve disc 32 contacts the meshing ramp 411 on the locking pressure disc 41, the locking teeth 412 and the meshing teeth 353 mesh with each other, thereby locking the rotary pressure valve 3.

[0071] The engagement ramp 411 contacts the locking ramp 352. The locking teeth 412 on the engagement ramp 411 mesh with the engagement teeth 353, thereby restricting the rotation of the rotary valve disc 32. The tilt angle between the positioning ramp 351 and the horizontal plane is greater than the tilt angle between the locking ramp 352 and the horizontal plane, thereby obtaining a larger air inlet volume.

[0072] A motorcycle includes the valve top cup 2 described in any of the above embodiments. Specifically, the motorcycle has a motorcycle body, an engine body 1, and a valve top cup 2. The valve top cup 2 is lifted upward by the movement of the engine body 1 to activate the decompression mechanism.

[0073] This invention operates in three scenarios: initial startup, repeated startup, and successful startup.

[0074] During the initial start-up, the engine camshaft 11 rotates. Driven by the cam block 12, the valve core push rod 4 moves upward, causing the locking pressure plate 41 at the bottom of the valve core push rod 4 to separate from the locking base 35 on the rotary pressure valve 3. At this time, the rotary pressure valve 3 is unlocked, and compressed air enters the exhaust port 6. A portion of the compressed air enters the power air groove 321 in the rotary valve disc 32 through the pressurization port 311. The compressed air then pushes the rotary valve disc 32 to rotate. Subsequently, the rotary valve disc 32 causes the rotary blade 34 to rotate to a position that communicates with the ventilation slot 333. During this process, compressed air enters the rotary exhaust box 33, and finally, the air is discharged through the exhaust screen cover 5.

[0075] It is worth noting that when the pressure of the compressed air is insufficient to reach the tension of the pressure spring 331 of the rotating pressure valve 3, the rotating pressure valve 3 will not rotate. Although the valve core push rod 4 is open, the rotating pressure valve 3 will not be open until the pressure of the compressed air reaches the tension of the pressure spring 331, at which point the rotating pressure valve 3 will enter the pressure relief working state for the first time.

[0076] If the initial start fails, it enters the repeat start state. The centrifugal force of the rotating camshaft 11 is insufficient to cause the cam block 12 to lose control of the valve core push rod 4. At this time, the rotating pressure valve 3 will rotate to the fully open position. At this time, the stop groove 324 at the end of the power air groove 321 coincides with the pressure relief hole 312 on the support housing 31, thereby venting the compressed air in the power air groove 321. At this time, the compressed air loses pressure on the power air groove 321. The rotating pressure valve 3 is reset under the action of the pressure spring 331, and then the working process of the initial start is repeated.

[0077] Once the engine starts successfully, the centrifugal force of the rotating camshaft 11 causes the cam block 12 to lose control of the valve core push rod 4. Consequently, the valve core push rod 4 moves downward under the action of the compression spring 42. At this time, the locking pressure plate 41 and the locking base 35 lock each other, thereby locking the rotary pressure valve 3. The exhaust port 6 is closed by the locking pressure plate 41, and the pressure relief port 312 of the rotary pressure valve 3 connects the internal power air groove 321 with the cavity inside the engine cylinder. Once the engine stops, the cam block 12 loses its centrifugal force, and the cam block 12 pulls the valve core push rod 4, resetting the rotary pressure valve 3.

[0078] The description herein is provided to enable those skilled in the art to implement or use the present disclosure. Various modifications to the present disclosure will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other variations without departing from the scope of the disclosure. Therefore, this disclosure is not limited to the examples and designs described herein, but should be given the broadest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine starting decompression mechanism, comprising an engine body (1), wherein a cam block (12) is mounted on a camshaft (11) on the engine body (1), characterized in that, It also includes a valve top cup (2), which is installed below the cam block (12). The valve top cup (2) consists of a valve cover (21) and a valve stem (22). The valve cover (21) is equipped with a rotary pressure valve (3) that uses compressed air to rotate and open the valve. An exhaust screen cover (5) is fixedly installed on the upper end of the valve cover (21), and an exhaust hole (6) is opened on the lower end of the valve cover (21). A valve core push rod (4) that locks the rotary pressure valve (3) by meshing with the tooth surface is slidably installed in the valve stem (22). The valve core push rod (4) moves upward through the movement of the camshaft (11) to unlock the rotary pressure valve (3). The rotary pressure valve (3) controls the opening and closing of the valve by comparing the rotational potential energy generated by the compressed air in the internal slot with the elastic potential energy of the spring. The rotary pressure valve (3) includes a supporting shell (31) and a rotary valve disc (32). The bottom end of the supporting shell (31) is provided with a pressure hole (311). The rotary valve disc (32) is rotatably installed inside the supporting shell (31). The rotary valve disc (32) is provided with a rotary exhaust box (33) for the rotary valve disc (32) to reset and rotate and for compressed air to flow. A rotary blade (34) is fixedly installed at the center of the rotary valve disc (32). A fan-shaped through groove (341) is provided on the rotary blade (34). The fan-shaped area of ​​the fan-shaped through groove (341) rotates and connects to the rotary exhaust box (33). The rotary valve disc (32) overcomes the spring tension by the pressure of the compressed air, causing the rotary blade (34) to rotate to the connected position. Then, the rotary pressure valve (3) efficiently discharges compressed air according to the pressure of the compressed air. The rotary valve disc (32) has a power air groove (321) on its inner circumference for driving the rotary valve disc (32) to rotate. The power air groove (321) is formed by a series of thrust grooves (322). The area of ​​the air inlet end of the thrust groove (322) is smaller than the area of ​​the air outlet end. The difference in the force area between the air outlet end and the air inlet end of the thrust groove (322) causes the pressure of the compressed air to act on the air outlet end, thereby causing the rotary pressure valve (3) to quickly respond to the pressure of the compressed air and open. The valve core push rod (4) is equipped with a locking pressure plate (41) for locking the rotary pressure valve (3). The locking pressure plate (41) is also equipped with a pressure spring (42). The lower end face of the locking pressure plate (41) is provided with a meshing inclined surface (411). The meshing inclined surface (411) is provided with locking teeth (412). The meshing inclined surface (411) and the locking teeth (412) make the rotary pressure valve (3) stop after the engine is started, thereby reducing the number of times the rotary pressure valve (3) is operated.

2. The engine starting decompression mechanism according to claim 1, characterized in that: The first end of the power air groove (321) is provided with a stroke groove (323), which corresponds to the pressure hole (311). The stroke groove (323) is opened along the circumference of the power air groove (321). The stroke length of the stroke groove (323) is the value of the circumference of the arc of the pressure hole (311) rotating, so that the stroke groove (323) continuously receives compressed air from the pressure hole (311). The pressure hole (311) slides in the stroke groove (323) to allow compressed air to continuously enter the power air groove (321), thereby rotating the pressure valve (3) to obtain continuous pressure push.

3. The engine starting decompression mechanism according to claim 2, characterized in that: The bottom end of the supporting shell (31) is provided with a pressure relief hole (312), and the end of the power air groove (321) is provided with a stop groove (324) corresponding to the pressure relief hole (312). The stop groove (324) and the pressure relief hole (312) are aligned by rotating the rotary valve disc (32). Thus, while the rotary valve disc (32) discharges the internal gas pressure, the rotary pressure valve (3) can repeatedly sense the pressure of compressed air.

4. The engine starting decompression mechanism according to claim 1, characterized in that: The rotary exhaust box (33) is equipped with a pressure spring (331) for providing the rotational pulling force of the rotary pressure valve (3); the lower end of the rotary exhaust box (33) is rotatably equipped with a sealing end cap (332) that is fixedly connected to the valve core push rod (4). The sealing end cap (332) is provided with a ventilation groove (333). The ventilation groove (333) is fan-shaped. The area of ​​the fan shape is connected to the overlapping area of ​​the fan-shaped through groove (341) so that the rotary pressure valve (3) can continuously and efficiently discharge compressed air.

5. The engine starting decompression mechanism according to claim 4, characterized in that: The upper end of the rotary exhaust box (33) is provided with an exhaust strip groove (334). The angle between the exhaust strip groove (334) and the ventilation strip groove (333) is the angle at which the rotary exhaust box (33) rotates. As the rotary exhaust box (33) rotates, it drives the exhaust strip groove (334) to rotate. At the same time, the exhaust strip groove (334) and the ventilation strip groove (333) gradually overlap, thereby enabling the rotary exhaust box (33) to quickly discharge compressed air.

6. The engine starting decompression mechanism according to claim 1, characterized in that: A locking base (35) is installed on the rotary valve disc (32). The locking base (35) has a positioning inclined surface (351) and a locking inclined surface (352). The locking inclined surface (352) has a meshing tooth (353) corresponding to the locking tooth (412). The angle difference between the positioning inclined surface (351) and the locking inclined surface (352) allows the valve core push rod (4) to quickly position itself when it is pressed down and to generate a larger gap when it is lifted up. This allows the valve core push rod (4) to quickly lock the rotary pressure valve (3) and quickly release compressed air.

7. A motorcycle, characterized in that, Includes an engine starting decompression mechanism as described in any one of claims 1-6.

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