Motorcycle pressure reducing valve structure

Abstract

The utility model relates to the technical field of pressure reducing valve structures, in particular to a motorcycle pressure reducing valve structure which comprises a cam shaft and an adjusting mechanism, the adjusting mechanism comprises a pressure reducing valve seat, a fly block, an eccentric pin, a cylindrical pin, a fly block reset spring and a sliding block, and the cam shaft is fixedly connected with a first cam portion and a second cam portion. When an engine flames out, molded lines of the sliding block protrusion and the first cam part are changed, when the engine is started, the first cam part and the sliding block eject an air valve open, pressure in a cylinder is released, and resistance for starting the engine is reduced, and when the engine reaches a certain rotating speed, the flying block rotates with the rivet as the axis, and the flying block is driven to rotate. The eccentric pin is driven by the cylindrical pin to rotate, so that the sliding block retracts into the first cam part of the cam shaft, the molded line of the first cam part returns to normal, the engine works normally, and the effects of reducing the starting resistance and quickly starting the motorcycle engine are achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of pressure reducing valve structures, in particular to a pressure reducing valve structure for motorcycles. Background Art

[0002] When using motorcycles, due to the high power and torque, a pressure reducing valve structure is often required to be installed at the internal combustion engine. The existing motorcycle pressure reducing valve structure uses the outer circumference of the pressure reducing valve to drive the pressure reducing valve to rotate, which will rub against the valve tappet, resulting in the need to frequently replace the pressure reducing valve, which is costly.

[0003] Prior art CN213016473U discloses an overhead pressure reducing valve cam mechanism, including a timing sprocket, a camshaft, a pressure reducing valve core shaft, an exhaust cam, a valve tappet, a plunger, a first clamping block, a second clamping block, a recessed groove, and a limit screw. The camshaft is rotatably connected to the timing sprocket, the pressure reducing valve core shaft is rotatably connected to the timing sprocket, and is provided with a slot, a first clamping slot, and a second clamping slot. The plunger is slidably connected to the pressure reducing valve core shaft and is located in the slot. The first clamping block is slidably connected to the pressure reducing valve core shaft and is fixedly connected to the plunger and is located in the first clamping slot. The second clamping block is rotatably connected to the pressure reducing valve core shaft and is fixedly connected to the plunger and is located in the first clamping slot. The core shaft is slidably connected and fixedly connected with the plug rod and is located in the second groove; the limit screw is threadedly connected to the pressure reducing valve core shaft and the plug rod; the exhaust cam is fixedly connected to the plug rod and is located on the side away from the plug rod; the valve tappet is fixedly connected to the bottom of the exhaust cam. After the exhaust cam and the valve tappet are damaged, the limit screw is unscrewed, the pressure reducing valve core shaft is rotated, the plug rod, the first block and the second block are removed from the pressure reducing valve core shaft for replacement, and the above operations can be performed in reverse after replacement. Only the valve tappet needs to be replaced, which reduces the use cost of the motorcycle.

[0004] However, the above prior art cannot adjust the protrusion degree of the cam, and cannot push open the valve when starting the engine. At this time, the pressure inside the motorcycle engine is relatively high, which will make it difficult to start the engine. Utility Model Content

[0005] The utility model aims to provide a motorcycle pressure reducing valve structure, which solves the problem that the prior art cannot adjust the protrusion degree of the cam and cannot push open the valve when starting the engine. At this time, the pressure inside the motorcycle engine is relatively high, which makes it difficult to start the engine.

[0006] To achieve the above-mentioned purpose, the utility model provides a motorcycle pressure reducing valve structure, including a camshaft and an adjustment mechanism, the adjustment mechanism including a pressure reducing valve seat, a fly block, an eccentric pin, a cylindrical pin, a fly block reset spring and a slider, the camshaft is fixedly connected with a first cam portion and a second cam portion, the camshaft is provided with an eccentric groove, the first cam portion and the second cam portion are both provided with an ejection hole communicated with the eccentric groove, the pressure reducing valve seat is detachably connected to one end of the camshaft through two fastening bolts, the fly block is rotatably connected to the pressure reducing valve seat through a rivet, and is provided with a driving groove, the eccentric pin is rotatably connected to the pressure reducing valve seat and the camshaft, and is located in the eccentric groove, the cylindrical pin is fixedly connected to the eccentric pin, and is slidably connected to the pressure reducing valve seat and the fly block, and is located in the driving groove, one end of the fly block reset spring is fixedly connected to the pressure reducing valve seat, and the other end is fixedly connected to the fly block, and is located above the pressure reducing valve seat, the slider is slidably connected to the first cam portion, and is located in the ejection hole, and is penetrated by the eccentric pin.

[0007] Among them, the adjustment mechanism also includes a cooperative component, which includes a driving gear and a transmission gear shaft. The driving gear is fixedly connected to the eccentric pin and is located in the camshaft. Gears are provided at both ends of the transmission gear shaft. The transmission gear shaft is rotatably connected to the camshaft and is located below the first cam portion and the second cam portion, and the gear at one end is meshed with the driving gear.

[0008] Among them, the cooperative component also includes an eccentric shaft and a connecting gear. The eccentric shaft is rotatably connected to the camshaft and is located below the second cam portion. The connecting gear is fixedly connected to the surface of the eccentric shaft and meshes with the transmission gear shaft and is located at one end away from the transmission gear shaft.

[0009] Wherein, the cooperative component also includes a cooperative block and a bearing. The cooperative block is slidably connected to the second cam portion, is located in the ejection hole, and is penetrated by the eccentric shaft. The bearing is rotatably connected to the surface of the eccentric shaft and is fixedly connected to the camshaft.

[0010] Wherein, the adjustment mechanism also includes a protective mechanism, which includes a protective shell, a plurality of ventilation plates and a ventilation cover. The protective shell is fixedly connected to the pressure reducing valve seat and is located on a side away from the camshaft. The plurality of ventilation plates are fixedly connected to the surface of the protective shell. The ventilation cover is fixedly connected to the protective shell and is located on a side away from the pressure reducing valve seat.

[0011] The utility model provides a motorcycle pressure reducing valve structure, when the motorcycle engine is turned off, the slider is in a raised state, at this time the profile of the first cam part changes, when the engine is started, the first cam part and the slider push the valve open, release the pressure in the cylinder, thereby reducing the resistance when starting the engine, when the engine reaches a certain speed, the fly block rotates with the rivet as the axis, and drives the eccentric pin to rotate through the cylindrical pin, under the rotation of the eccentric pin, the slider retracts into the first cam part of the camshaft, at this time the profile of the first cam part returns to normal, and the engine works normally; when preparing to turn off the engine, the speed of the engine decreases, the fly block is reset under the pull of the fly block reset spring, so that the slider is reset and restored to the raised state, avoiding the inability of the prior art to adjust the protrusion of the cam, and the inability to push the valve open when starting the engine, at this time the pressure in the motorcycle engine is relatively large, which will cause the problem of difficulty in starting the engine, thereby achieving the effect of reducing the starting resistance, thereby quickly starting the motorcycle engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art are briefly introduced below.

[0013] Figure 1 It is a schematic diagram of the overall structure of the first embodiment of the utility model.

[0014] Figure 2 It is a schematic structural diagram of the overall rear side of the first embodiment of the utility model.

[0015] Figure 3 It is a front view of the first embodiment of the utility model.

[0016] Figure 4 It is a schematic diagram of the structure inside the camshaft of the first embodiment of the utility model.

[0017] Figure 5 It is a cross-sectional view of the first cam portion of the first embodiment of the utility model.

[0018] Figure 6 It is a schematic diagram of the overall structure of the second embodiment of the utility model.

[0019] Figure 7 It is a structural schematic diagram of the protection mechanism of the second embodiment of the utility model.

[0020] 101-camshaft, 102-pressure reducing valve seat, 103-flying block, 104-eccentric pin, 105-cylindrical pin, 106-flying block return spring, 107-slider, 108-fastening bolt, 109-rivet, 110-driving gear, 111-transmission gear shaft, 112-eccentric shaft, 113-connecting gear, 114-cooperative block, 115-bearing, 116-first cam portion, 117-second cam portion, 118-driving groove, 119-ejection hole, 201-protective shell, 202-ventilation plate, 203-ventilation cover. DETAILED DESCRIPTION

[0021] Embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, but should not be understood as limiting the present invention.

[0022] The first embodiment of the present application is:

[0023] See also Figure 1-Figure 5 ,in Figure 1 It is a schematic diagram of the overall structure of the first embodiment of the utility model; Figure 2 It is a schematic structural diagram of the overall rear side of the first embodiment of the utility model; Figure 3 It is a front view of the first embodiment of the utility model; Figure 4 This is a schematic diagram of the structure inside the camshaft of the first embodiment of the utility model; Figure 5 It is a cross-sectional view of the first cam portion of the first embodiment of the utility model.

[0024] The utility model provides a motorcycle pressure reducing valve structure: comprising a camshaft 101 and an adjusting mechanism, the adjusting mechanism comprising a pressure reducing valve seat 102, a flyweight 103, an eccentric pin 104, a cylindrical pin 105, a flyweight return spring 106, a slider 107 and a cooperative component, the cooperative component comprising a driving gear 110, a transmission gear shaft 111, an eccentric shaft 112, a connecting gear 113, a cooperative block 114 and a bearing 115, and the above-mentioned scheme solves the problem that the above prior art cannot adjust the protrusion degree of the cam and cannot push open the valve when starting the engine, and the pressure inside the motorcycle engine is relatively large at this time, which will make the engine difficult to start.

[0025] According to the present specific embodiment, the camshaft 101 is fixedly connected with a first cam portion 116 and a second cam portion 117, the camshaft 101 is provided with an eccentric groove, the first cam portion 116 and the second cam portion 117 are both provided with an ejection hole 119 communicated with the eccentric groove, the pressure reducing valve seat 102 comprises a valve seat and a sprocket, the valve seat and the sprocket are integrally forged, and are detachably connected to one end of the camshaft 101 by two fastening bolts 108, the fly block 103 is rotatably connected to the pressure reducing valve seat 102 by a rivet 109, and is provided with a driving groove 118, the eccentric pin 104 is rotatably connected to the pressure reducing valve seat 102, and is rotatably connected in the camshaft 101, and the cylindrical pin 105 It is fixedly connected to the eccentric pin 104, and is slidably connected to the pressure reducing valve seat 102 and the flying block 103, and is located in the driving groove 118. One end of the flying block return spring 106 is fixedly connected to the pressure reducing valve seat 102, and the other end is fixedly connected to the flying block 103 and is located above the pressure reducing valve seat 102. The slider 107 is slidably connected to the first cam portion 116 and is penetrated by the eccentric pin 104. When the motorcycle engine is turned off, the slider 107 is in a convex state, located at the ejection hole 119 of the first cam portion 116, and most of it is located outside the camshaft 101. At this time, the rotation range of the first cam portion 116 becomes larger. When the engine is started, the convex The axle 101 rotates under the drive of the pressure reducing valve seat 102, thereby driving the first cam portion 116 and the slider 107 that is mostly located outside the camshaft 101 to rotate. When the slider 107 rotates to the valve, the valve is pushed open to release the pressure in the cylinder, thereby reducing the resistance when starting the engine. When the engine reaches a certain speed, the flyweight 103 rotates with the rivet 109 as the axis under the action of inertia, and drives the cylindrical pin 105 to rotate through the driving groove 118, thereby driving the eccentric pin 104 to rotate. Under the rotation of the eccentric pin 104, the slider 107 retracts the camshaft 101 along the ejection hole 119 on the first cam portion. In the first cam portion 116, at this time, the slider 107 is located in the camshaft 101, and the rotation range of the first cam portion 116 returns to normal. Since the pressure in the cylinder has been reduced, the engine works normally; when preparing to shut down, the engine speed drops, and the inertia of the flyweight 103 is not enough to maintain it in the open state, and it is reset under the pull of the flyweight reset spring 106, and the cylindrical pin is driven to reset and rotate through the driving groove 118, thereby driving the eccentric pin to rotate, so that the slider 107 pops out along the ejection hole 119 of the first cam portion 116. At this time, the rotation range of the first cam portion 116 becomes larger, the reset is completed, and the slider 107 returns to the raised state.

[0026] Among them, the driving gear 110 is fixedly connected to the eccentric pin 104 and is located in the camshaft 101. Gears are provided at both ends of the transmission gear shaft 111. The transmission gear shaft 111 is rotatably connected to the camshaft 101 and is located below the first cam portion 116 and the second cam portion 117, and the gear at one end is meshed with the driving gear 110. When the eccentric pin 104 rotates, the driving gear 110 rotates accordingly, thereby driving the transmission gear shaft 111 to rotate, thereby transmitting power for the operation of the cooperative component.

[0027] Secondly, the eccentric shaft 112 is rotatably connected to the camshaft 101 and is located below the second cam portion 117. The connecting gear 113 is fixedly connected to the surface of the eccentric shaft 112 and meshes with the transmission gear shaft 111 and is located at an end away from the transmission gear shaft 111. When the transmission gear shaft 111 rotates, the connecting gear 113 is driven to rotate, thereby driving the eccentric shaft 112 to rotate for transmitting power.

[0028] At the same time, the cooperative block 114 is slidably connected in the second cam portion 117 and is penetrated by the eccentric shaft 112. The bearing 115 is rotatably connected to the surface of the eccentric shaft 112 and is fixedly connected to the camshaft 101, so that the rotation of the eccentric shaft 112 is smoother and more stable. When the eccentric shaft 112 rotates, the cooperative block 114 is retracted into the second cam portion 117 driven by the eccentric shaft 112.

[0029] When the motorcycle engine is turned off, the slider 107 and the cooperation block 114 are in a raised state, and are respectively located at the two ejection holes 119 of the first cam portion 116 and the second cam portion 117, and most of them are located outside the camshaft 101. At this time, the rotation range of the first cam portion 116 and the second cam portion 117 becomes larger. When the engine is started, the camshaft 101 rotates under the drive of the pressure reducing valve seat 102, thereby driving the first cam portion 116, the slider 107, and the second cam portion 117 to rotate. The wheel portion 117 and the cooperative block 114 rotate, and when the slider 107 and the cooperative block 114 rotate to the valve, the valve is pushed open together to release the pressure in the cylinder, thereby reducing the resistance when starting the engine. Because the first cam portion 116 and the second cam portion 117 work synchronously, the valve push is relatively stable, and the pressure discharge effect in the cylinder is better; when the engine reaches a certain speed, the fly block 103 rotates with the rivet 109 as the axis under the action of inertia, and drives the cylindrical pin 109 through the driving groove 118. 5 is rotated, thereby driving the eccentric pin 104 to rotate. Under the rotation of the eccentric pin 104, the slider 107 is retracted into the first cam portion 116 of the camshaft 101 along the ejection hole 119 on the first cam portion 116. At the same time, the driving gear 110 is driven by the eccentric pin 104 to rotate, driving the transmission gear shaft 111 to rotate, thereby driving the connecting gear 113 to rotate. Since the eccentric shaft 112 is fixedly connected to the connecting gear 113, the eccentric shaft 112 rotates, and driven by the eccentric shaft 112, the cooperation block 114 retracts into the second cam portion 117 of the camshaft 101 along the ejection hole 119 on the second cam portion 117. At this time, the slider 107 is located in the first cam portion 116 of the camshaft 101, and the cooperation block 114 is located in the second cam portion 117 of the camshaft 101. The rotation range of the first cam portion 116 and the second cam portion 117 is restored to normal. Since the pressure in the cylinder has been reduced, the engine works normally.When the engine is ready to be turned off, the speed of the engine decreases, and the inertia of the flyweight 103 is not enough to keep it in the open state. It is reset under the pull of the flyweight reset spring 106, and the cylindrical pin is driven to reset and rotate through the driving groove 118, thereby driving the eccentric pin to rotate, so that the slider 107 pops out along the ejection hole 119 of the first cam portion 116, and at the same time, the transmission gear shaft 111 is driven to rotate through the driving gear 110, so that the eccentric shaft 112 is rotated through the connecting gear 113, so that the cooperative block 114 pops out along the ejection hole 119 on the second cam portion 117. At this time, the first cam portion 116 and the rotation of the second cam portion The movable range becomes larger, and the reset is completed. The slider 107 and the cooperative block 114 return to the raised state, and the valve is not lifted after the engine is turned off; and the pressure reducing valve seat 102 is integrated with the sprocket, which saves the number of parts and reduces the complexity of the structure, which is conducive to reducing the weight and cost of the engine, and can also reduce the space occupied by the pressure reducing valve, which is suitable for camshafts with smaller journals, and the layout is more flexible. The reasonable use of space makes the engine structure more compact, avoids the inability of the prior art to adjust the cam's protrusion degree, and cannot push the valve when starting the engine. At this time, the pressure inside the motorcycle engine is relatively large, which will cause the engine to be difficult to start, and obtains the effect of reducing the starting resistance, thereby quickly starting the motorcycle engine. ;

[0030] The second embodiment of the present application is:

[0031] See also Figure 6-Figure 7 ,in Figure 6 It is a schematic diagram of the overall structure of the second embodiment of the utility model; Figure 7 It is a structural schematic diagram of the protection mechanism of the second embodiment of the utility model.

[0032] On the basis of the first embodiment, the motorcycle pressure reducing valve structure of this embodiment further includes a protection mechanism, which includes a protection shell 201, a plurality of ventilation plates 202 and a ventilation cover 203.

[0033] The protective shell 201 is fixedly connected to the pressure reducing valve seat 102 and is located on a side away from the camshaft 101. The plurality of ventilation plates 202 are fixedly connected to the surface of the protective shell 201. The ventilation cover 203 is fixedly connected to the protective shell 201 and is located on a side away from the pressure reducing valve seat 102. When the motorcycle is running, the protective shell 201 and the ventilation cover 203 protect the pressure reducing valve seat 102, the flyweight 103, the flyweight return spring 106 and other components to prevent larger objects from hitting the pressure reducing valve seat 102. The pressure reducing valve seat 102, the flyweight 103, the flyweight return spring 106 and other components are damaged; at the same time, because the pressure reducing valve seat 102 is in motion when the motorcycle is running, the multiple ventilation plates 202 and the ventilation cover 203 can allow air to flow through the surface of the pressure reducing valve seat 102, taking away part of the heat to prevent the pressure reducing valve from overheating; and the pressure reducing valve seat 102, the flyweight 103, the flyweight return spring 106 and other components can be checked through the multiple ventilation plates 202 and the ventilation cover 203 to see if they are damaged, so as to replace and repair them in time.

[0034] What is disclosed above is only one or more preferred embodiments of the present application, and cannot be used to limit the scope of rights of the present application. Ordinary technicians in this field can understand that all or part of the processes of implementing the above embodiments and equivalent changes made according to the claims of the present application are still within the scope covered by the present application.

Claims

1. A motorcycle pressure reducing valve structure, comprising a camshaft, characterized in that: It also includes adjustment mechanisms; The adjustment mechanism includes a pressure reducing valve seat, a fly block, an eccentric pin, a cylindrical pin, a fly block return spring and a slider. The camshaft is fixedly connected with a first cam portion and a second cam portion. The camshaft is provided with an eccentric groove. The first cam portion and the second cam portion are both provided with an ejection hole communicated with the eccentric groove. The pressure reducing valve seat is detachably connected to one end of the camshaft through two fastening bolts. The fly block is rotatably connected to the pressure reducing valve seat through a rivet and is provided with a driving groove. The eccentric pin is rotatably connected to the pressure reducing valve seat and the camshaft and is located in the eccentric groove. The cylindrical pin is fixedly connected to the eccentric pin and is slidably connected to the pressure reducing valve seat and the fly block and is located in the driving groove. One end of the fly block return spring is fixedly connected to the pressure reducing valve seat, and the other end is fixedly connected to the fly block and is located above the pressure reducing valve seat. The slider is slidably connected to the first cam portion, is located in the ejection hole, and is penetrated by the eccentric pin.

2. The motorcycle pressure reducing valve structure according to claim 1, characterized in that: The adjustment mechanism also includes a cooperative component, which includes a driving gear and a transmission gear shaft. The driving gear is fixedly connected to the eccentric pin and is located in the camshaft. Gears are provided at both ends of the transmission gear shaft. The transmission gear shaft is rotatably connected to the camshaft and is located below the first cam portion and the second cam portion, and the gear at one end is meshed with the driving gear.

3. The motorcycle pressure reducing valve structure according to claim 2, characterized in that: The cooperative component also includes an eccentric shaft and a connecting gear. The eccentric shaft is rotatably connected to the camshaft and is located below the second cam portion. The connecting gear is fixedly connected to the surface of the eccentric shaft and meshes with the transmission gear shaft and is located at one end away from the transmission gear shaft.

4. The motorcycle pressure reducing valve structure according to claim 3, characterized in that: The cooperative component also includes a cooperative block and a bearing. The cooperative block is slidably connected to the second cam portion, is located in the ejection hole, and is penetrated by the eccentric shaft. The bearing is rotatably connected to the surface of the eccentric shaft and is fixedly connected to the camshaft.

5. The motorcycle pressure reducing valve structure according to claim 1, characterized in that: The adjustment mechanism also includes a protective mechanism, which includes a protective shell, a plurality of ventilation plates and a ventilation cover. The protective shell is fixedly connected to the pressure reducing valve seat and is located on a side away from the camshaft. The plurality of ventilation plates are fixedly connected to the surface of the protective shell. The ventilation cover is fixedly connected to the protective shell and is located on a side away from the pressure reducing valve seat.

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