Device capable of reducing smoke intensity of engine and compensating starting oil quantity

Abstract

The utility model provides a device capable of reducing the smoke intensity of an engine and compensating the starting oil quantity, which comprises a shell, a front shell, a rear shell and an upper shell, and further comprises a pressurization compensator shaft of which one end is separably connected with an air chamber, and a connecting rod structure for driving the other end of the pressurization compensator shaft to lift, and the connecting rod structure is separably connected with a limiting structure; the connecting rod structure is connected with the movable adjusting structure; the pressurization compensator shaft is connected with the reset structure. The connecting rod structure comprises a pushing shaft with one end connected with the other end of the pressurizing compensator shaft and a switching rocker arm component with one end hinged to the other end of the pushing shaft, the switching rocker arm component is connected to a middle shaft through a D-shaped groove of the switching rocker arm component, and the middle shaft is installed in the shell. According to the device for reducing the smoke intensity of the engine and compensating the starting oil quantity, the smoke intensity of the engine can be controlled, the starting oil quantity can be compensated, the space size of the engine is not occupied, interference with the interior of the engine is avoided, the structure is compact and reliable, and the installation proportion of products can be greatly improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of engines, and particularly relates to a device capable of reducing engine smoke density and compensating starting fuel quantity. Background Art

[0002] For a mechanically fuel-injected pump engine, when switching from "idle" to "running" gear, the throttle is generally rapidly increased to full open. During this process, due to inertia, the intake mechanism assembly is difficult to rotate synchronously, and then a process of gradually accelerating while overcoming inertia and resistance is required. At the initial stage of this process, the intake air volume is insufficient, and at the same time, the fuel injected into the combustion chamber is in an excessive state, resulting in black smoke or an increase in smoke density during acceleration. That is, the fuel supply quantity is greater than the fuel quantity required during the engine acceleration process, causing a large amount of fuel to not burn fully, and the smoke density is too large during the engine acceleration process, generating black smoke. This not only wastes fuel but is also not environmentally friendly; or some technologies can solve the problem of smoke density, but cannot solve the problem of difficult engine starting caused by a small starting fuel quantity.

[0003] In the prior art, installing a filter is often used to reduce smoke density, but the filter has a high cost and requires frequent regeneration, increasing the production and use costs; there is also a method of reducing the low-speed output torque of the engine to reduce smoke density, but this sacrifices the power performance of the engine and reduces the working efficiency of the engine. The Chinese utility model patent with the application number 2019203605447 discloses an engine smoke density control device, which effectively reduces the smoke density during the engine starting and accelerating processes by controlling the engine fuel intake quantity. However, when the cylinder fuel injection quantity is too low, the actual power of the engine is too low, and at this time, starting fuel quantity compensation cannot be performed.

[0004] The Chinese utility model patent with the application number 2004200248475 discloses a smoke limiter, which automatically fine-tunes the fuel supply quantity through a governor, enabling the fuel to burn reasonably and fully, and greatly reducing the pollutants of incomplete combustion; however, it cannot solve the problem of difficult engine starting caused by a small starting fuel quantity.

[0005] Therefore, this solution proposes a device for reducing engine smoke density and compensating starting fuel quantity, which is used to solve the technical problem of how to control engine smoke density and achieve starting fuel quantity compensation. Summary of the Utility Model

[0006] The purpose of the utility model is to provide a device capable of reducing engine smoke density and compensating starting fuel quantity, which solves the technical problems of how to control engine smoke density and achieve starting fuel quantity compensation, does not occupy the space size of the engine, has no interference with the inside of the engine, and has a compact and reliable structure, and can greatly improve the installation ratio of the product.

[0007] A device that can reduce engine smoke and compensate for starting fuel quantity, comprising a housing, a front housing, a rear housing, and an upper housing. It further includes a supercharging compensator shaft detachably connected to an air chamber at one end, and a connecting rod structure for driving the other end of the supercharging compensator shaft to move. The connecting rod structure is detachably connected to a limiting structure and is connected to a moving adjustment structure.

[0008] The supercharging compensator shaft is also connected to a reset structure. The reset structure is arranged on one side of the air chamber. The air chamber is arranged in a sealed space formed by a diaphragm assembly and the front housing, and the air chamber is communicated with an air inlet joint.

[0009] The connecting rod structure includes a push shaft connected to the other end of the supercharging compensator shaft at one end, and a conversion rocker arm component hinged to the other end of the push shaft. The conversion rocker arm component is connected to an intermediate shaft through a D-shaped groove provided thereon, and the intermediate shaft is installed inside the housing.

[0010] Due to the design of the D-shaped groove, the conversion rocker arm component can move radially on the intermediate shaft.

[0011] The limiting structure includes a toothed rod arranged near the other end of the conversion rocker arm component. One end of the toothed rod is detachably in contact with the other end of the conversion rocker arm component.

[0012] The toothed rod is also connected to a spring reset structure.

[0013] The moving adjustment structure includes an electromagnet and a reset spring. The reset spring is arranged between the electromagnet and the conversion rocker arm component. A retaining ring is arranged on the other side of the conversion rocker arm component opposite to the reset spring, and the retaining ring is arranged on the intermediate shaft.

[0014] After the electromagnet is energized, it generates an electromagnetic force to attract the intermediate shaft and drive the conversion rocker arm component to move towards the electromagnet direction, causing the conversion rocker arm component to disengage from the toothed rod (this part cannot move along the axial direction of the intermediate shaft). The toothed rod moves to the maximum fuel supply position to achieve the function of compensating for starting fuel quantity. At this time, the reset spring is compressed. After starting is completed, the engine enters the idle working condition. At this time, the electromagnet is powered off and no longer generates the electromagnetic force to attract the intermediate shaft. Then the intermediate shaft returns to its original position under the elastic force of the reset spring.

[0015] A push shaft hole is arranged on the outer side of the intermediate shaft, and the push shaft hole is connected to the conversion rocker arm component through a pin shaft.

[0016] A limiting plate is arranged on one side of the push shaft, and the limiting plate is connected inside the upper housing.

[0017] The reset structure includes a diaphragm assembly connected to the bottom end of the supercharging compensator shaft and an air diaphragm spring sleeved outside the supercharging compensator shaft. The diaphragm assembly is arranged on one side of the air chamber, and the air diaphragm spring and the air chamber are separated by the diaphragm assembly.

[0018] The functions of the diaphragm assembly are as follows: The edge of the diaphragm of the diaphragm assembly is pressed tightly between the front shell and the rear shell to ensure that the gas introduced from the air inlet joint remains in the air chamber without leakage; and the diaphragm on the diaphragm assembly can be stretched and can move back and forth. The functions of the air diaphragm spring are as follows: The gas pressure introduced from the air inlet joint changes with the changes in the engine speed and load. The compression force generated by the air diaphragm spring should be balanced with the introduced gas pressure, that is: when the pressure in the air chamber is high, the compression amount of the air diaphragm spring is large, and finally the spring force reaches equilibrium with the intake pressure; when the pressure in the air chamber is low, the compression amount of the air diaphragm spring is small, and finally the spring force reaches equilibrium with the intake pressure; at the same time, it drives the supercharging compensator shaft, the push shaft, and the conversion rocker arm component to move back and forth. Thereby driving the rack to move back and forth to achieve the reduction of the engine smoke density.

[0019] One end of the reset spring has a distance A from the inner side of the conversion rocker arm component.

[0020] The top end of the conversion rocker arm component has a distance B from the inner side of the housing.

[0021] The distance A ensures the accurate contact position between the conversion rocker arm component and the rack.

[0022] The distance B ensures that the extreme positions of the forward and backward movement of the conversion rocker arm component are within a reasonable range.

[0023] The basic idea of this solution is as follows: Utilize the pressure change in the air chamber to drive the movement of the supercharging compensator shaft and the push shaft, and then drive the rotation of the conversion rocker arm component. The conversion rocker arm component drives the sliding of the rack, and then adjusts the relative position between the plunger inclined groove and the fuel inlet hole to achieve the purpose of increasing and decreasing the fuel quantity; and the function of the electromagnet is to make the conversion rocker arm component and the rack Separation , to achieve the purpose of compensating the starting fuel quantity.

[0024] The positive effects of this utility model are as follows:

[0025] (1) The conversion rocker arm component can perform actions along the movement direction of the rack on the intermediate shaft, ensuring that the rack can smoothly perform the actions of increasing and decreasing fuel.

[0026] (2)During the starting condition, when the electromagnet is energized, it generates an electromagnetic force that attracts the intermediate shaft and drives the conversion rocker arm assembly to move in a direction perpendicular to the rack, causing the conversion rocker arm assembly to disengage from the rack (this part cannot move along the axial direction of the intermediate shaft). The rack moves to the maximum fuel supply position, realizing the function of compensating the starting fuel quantity to ensure the smooth starting of the engine. At this time, the return spring is compressed;

[0027] After starting is completed, the engine enters the idle condition. At this time, the electromagnet is de-energized and no longer generates the electromagnetic force to attract the intermediate shaft. Then, under the elastic force of the return spring, the conversion rocker arm assembly and the intermediate shaft return to their original positions to prepare for the next starting condition.

[0028] (3)After successful starting, under the combined action of the return spring and the limit plate, the intermediate shaft and the conversion rocker arm assembly smoothly return to their original positions, restricting the fuel supply quantity at low engine speeds and low supercharging pressures. Brief Description of the Drawings

[0029] Figure 1 It is a cross-sectional view of the reduction device in the present utility model.

[0030] Figure 2 It is a front view of the reduction device in the present utility model.

[0031] Figure 3 It is a schematic connection structure diagram of the conversion rocker arm assembly, the return spring and the intermediate shaft in the present utility model.

[0032] Among them, the reference numerals are: 1. Housing; 2. Conversion rocker arm assembly; 21. Retaining ring; 3. Push shaft; 5. Limit plate; 6. Supercharging compensator shaft; 7. Air film spring; 8. Diaphragm assembly; 9. Intake joint; 10. Intermediate shaft; 11. Return spring; 12. Electromagnet; 13. Rack; 14. Front housing; 15. Rear housing; 16. Upper housing; 17. Air chamber. Detailed Embodiment

[0033] In order to more clearly illustrate the technical features of this solution, the following elaborates on this solution through specific embodiments.

[0034] Refer to Figures 1 - 3 , a device capable of reducing engine smoke and compensating starting fuel quantity, including a housing 1, a front housing 14, a rear housing 15, an upper housing 16, and further including a supercharging compensator shaft 6 whose one end is detachably connected to the air chamber 17, a connecting rod structure for driving the other end of the supercharging compensator shaft 6 to move, the connecting rod structure is detachably connected to the limiting structure, and the connecting rod structure is connected to the moving adjustment structure;

[0035] The supercharging compensator shaft 6 is also connected to a reset structure, which is arranged on one side of the air chamber 17. The air chamber 17 is arranged in the sealed space formed by the diaphragm assembly 8 and the front housing 14, and the air chamber 17 is communicated with the air inlet joint 9.

[0036] For the specific connection relationship and positional relationship among the housing 1, the front housing 14, the rear housing 15, and the upper housing 16, reference can be made to Figure 1 , which will not be elaborated here.

[0037] The connecting rod structure includes a push shaft 3 with one end connected to the other end of the supercharging compensator shaft 6, and a conversion rocker arm component 2 with one end hinged to the other end of the push shaft 3. The conversion rocker arm component is connected to the intermediate shaft 10 through a D-shaped groove provided thereon, and the intermediate shaft 10 is installed inside the housing 1.

[0038] Wherein Figure 3 the structure of the conversion rocker arm component 2 in

[0039] is only schematic; the conversion rocker arm component 2 includes a connecting portion arranged on the intermediate shaft 10, a hinged portion connected to the connecting portion, and a contact portion. The connecting portion can rotate and move on the intermediate shaft 10. The hinged portion is hinged to the push shaft 3, and the contact portion is in a separable contact with the toothed rod 13.

[0040] The limiting structure includes a toothed rod 13 arranged near the other end of the conversion rocker arm component 2, and one end of the toothed rod 13 is in a separable contact with the other end of the conversion rocker arm component 2.

[0041] The function of the toothed rod: Through the linear movement of the toothed rod, it drives the fuel quantity control mechanism to rotate. The fuel quantity control mechanism drives the plunger to rotate, changing the relative position between the inclined groove on the plunger and the fuel inlet hole on the plunger sleeve, that is, changing the fuel supply stroke of the plunger, so as to achieve the purpose of increasing and decreasing the fuel quantity, and further achieve the purpose of changing the engine power output. The working principles of the fuel quantity control mechanism, the plunger, and the fuel inlet hole are prior art and will not be elaborated here.

[0042] The moving adjustment structure includes an electromagnet 12 and a return spring 11. The return spring 11 is arranged between the electromagnet 12 and the conversion rocker arm component 2. A retaining ring 21 is arranged on the other side of the conversion rocker arm component 2 opposite to the return spring 11, and the retaining ring 21 is arranged on the intermediate shaft 10.

[0043] After the electromagnet 12 is energized, it generates an electromagnetic force, attracts the intermediate shaft 10 and drives the conversion rocker arm assembly 2 towards the electromagnet 12 through the retaining ring 21, causing the conversion rocker arm assembly 2 to disengage from the toothed rod 13 (this part cannot move along the axial direction of the intermediate shaft). The toothed rod 13 moves to the maximum fuel supply position, realizing the function of compensating the starting fuel quantity. At this time, the return spring 11 is compressed; after starting is completed, the engine enters the idle condition. At this time, the electromagnet 12 is de-energized and no longer generates the electromagnetic force to attract the intermediate shaft, so the intermediate shaft 10 returns to its original position under the elastic force of the return spring 11.

[0044] A push shaft hole is provided on the outer side of the intermediate shaft 10, and the push shaft hole is connected to the conversion rocker arm assembly 2 through a pin shaft.

[0045] A limiting plate 5 is provided on one side of the push shaft 3, and the limiting plate 5 is connected inside the upper housing 15.

[0046] The reset structure includes a diaphragm assembly 8 connected to the bottom end of the supercharging compensator shaft 6 and an air diaphragm spring 7 sleeved on the outer side of the supercharging compensator shaft 6. The diaphragm assembly 8 is provided on one side of the air chamber 17, and the air diaphragm spring 7 and the air chamber 17 are separated by the diaphragm assembly 8.

[0047] The function of the diaphragm assembly 8 is: the edge of the diaphragm of the diaphragm assembly 8 is pressed tightly between the front housing 13 and the rear housing 14 to ensure that the gas introduced from the air inlet joint 9 remains in the air chamber 17 without leakage; and the diaphragm on the diaphragm assembly 8 can be stretched and can move back and forth. The diaphragm assembly 8 is a conventional component in this field and will not be elaborated here.

[0048] The function of the air diaphragm spring 7 is: the gas pressure introduced from the air inlet joint 9 changes with the change of the engine speed and load, and the compression force generated by the air diaphragm spring 7 should be balanced with the introduced gas pressure, that is: when the pressure in the air chamber 17 is large, the compression amount of the air diaphragm spring 7 is large, and finally the spring force reaches equilibrium with the intake pressure; when the pressure in the air chamber 17 is small, the compression amount of the air diaphragm spring 7 is small, and finally the spring force reaches equilibrium with the intake pressure; at the same time, it drives the supercharging compensator shaft 6, the push shaft 3, and the conversion rocker arm assembly 2 to move back and forth. Thereby driving the toothed rod 13 to move back and forth to reduce the smoke density of the engine.

[0049] The distance between one end of the return spring 11 and the inner side of the conversion rocker arm assembly 2 is A.

[0050] The distance between the top end of the conversion rocker arm assembly 2 and the inner side of the housing 1 is B.

[0051] The distance A ensures the accurate contact position between the conversion rocker arm assembly 2 and the toothed rod 13.

[0052] The distance B ensures that the extreme positions of the forward and backward movement of the conversion rocker arm assembly 2 are within a reasonable range.

[0053] The specific working process of the utility model is as follows:

[0054] By means of the function of compensating the starting fuel quantity, it is ensured that the engine can start smoothly; the fuel supply quantity is restricted when the engine speed is low and the supercharging pressure is low; the effective matching of the fuel supply quantity and the intake air quantity is ensured to achieve the purpose of reducing the smoke density of the engine. Specifically, it is as follows:

[0055] When the engine is in the starting condition, the intake air pressure is lower than the set value, the air pressure cannot overcome the pre-tightening force of the air film spring 7, the supercharging compensator shaft 6 does not move, the conversion rocker arm component 2 pushes the rack 13 to the small fuel quantity position. However, since the electromagnet 12 is energized at this time, under the action of the electromagnet 12, the conversion rocker arm component 2 can move together with the intermediate shaft 10 through the cooperation of the pin shaft and the hole of the push shaft 3, realizing the movement perpendicular to the movement direction of the rack 13, so that the conversion rocker arm component 2 is disengaged from the rack 13, and the rack 13 moves to the large fuel quantity direction to the limit, and the engine starts smoothly.

[0056] After the starting is successful, while the electromagnet 12 is de-energized, the engine enters the idle state, and the intermediate shaft 10 and the conversion rocker arm component 2 return to the original position smoothly under the joint action of the return spring 11 and the limit plate 5. When the intake air pressure is lower than the set value (at this time, the engine does not need to output high power), the air pressure cannot overcome the pre-tightening force of the air film spring 7, the supercharging compensator shaft 6 does not move, and the conversion rocker arm component 2 pushes the rack 13 to the small fuel quantity position to ensure that the engine has a lower smoke density during operation; when the intake air pressure is higher than the set value (at this time, the engine needs to output greater power), the air pressure overcomes the pre-tightening force of the air film spring 7, the supercharging compensator shaft 6 moves in the fuel adding direction, drives the conversion rocker arm to move through the push shaft 3, and pushes the rack 13 to move in the fuel adding direction.

[0057] The technical features not described in the utility model can be realized by or adopted from the prior art, and will not be elaborated here. Of course, the above description is not a limitation to the utility model, and the utility model is not limited to the above examples. Changes, modifications, additions or substitutions made by those of ordinary skill in the art within the substantial scope of the utility model should also fall within the protection scope of the utility model.

Claims

1. A device capable of reducing engine smoke and compensating starting fuel quantity, comprising a housing (1), a front housing (14), a rear housing (15), and an upper housing (16), characterized in that, It further includes a supercharging compensator shaft (6) with one end detachably connected to the air chamber (17), and a connecting rod structure for driving the other end of the supercharging compensator shaft (6) to move. The connecting rod structure is detachably connected to the limiting structure and is connected to the moving adjustment structure; The supercharging compensator shaft (6) is further connected to a reset structure. The reset structure is arranged on one side of the air chamber (17). The air chamber is arranged in a sealed space formed by a diaphragm assembly (8) and a front shell (14). The air chamber (17) is communicated with an air inlet joint (9).

2. The device for reducing engine smoke and compensating starting fuel quantity according to claim 1, characterized in that, The connecting rod structure includes a push shaft (3) with one end connected to the other end of the supercharging compensator shaft (6), and a conversion rocker arm component (2) with one end hinged to the other end of the push shaft (3). The conversion rocker arm component (2) is connected to an intermediate shaft (10) through a D-shaped groove provided thereon. The intermediate shaft (10) is installed inside the housing (1).

3. The device for reducing engine smoke and compensating starting fuel quantity according to claim 2, wherein The limiting structure includes a toothed rod (13) arranged near the other end of the conversion rocker arm component (2). One end of the toothed rod (13) is detachably in contact with the other end of the conversion rocker arm component (2); The toothed rod (13) is further connected to a spring reset structure.

4. A device for reducing engine smoke and compensating starting fuel quantity according to claim 2, characterized in that, The moving adjustment structure includes an electromagnet (12) and a reset spring (11). The reset spring (11) is arranged between the electromagnet (12) and the conversion rocker arm component (2). A retaining ring (21) is arranged on the other side of the conversion rocker arm component (2) opposite to the reset spring (11). The retaining ring (21) is arranged on the intermediate shaft (10).

5. A device for reducing engine smoke and compensating starting fuel quantity according to claim 2, characterized in that, A push shaft hole is arranged on the outer side of the intermediate shaft (10). The push shaft hole is connected to the conversion rocker arm component (2) through a pin shaft.

6. The device for reducing engine smoke and compensating starting fuel quantity according to claim 2, characterized in that, A limiting plate (5) is arranged on one side of the push shaft (3). The limiting plate (5) is connected inside the upper shell (15).

7. A device for reducing engine smoke and compensating starting fuel quantity according to claim 1, characterized in that, The reset structure includes a diaphragm assembly (8) connected to the bottom end of the supercharging compensator shaft (6), and an air film spring (7) sleeved on the outer side of the supercharging compensator shaft (6). The diaphragm assembly (8) is arranged on one side of the air chamber (17). The air film spring (7) and the air chamber (17) are separated by the diaphragm assembly (8).

8. A device for reducing engine smoke and compensating starting fuel quantity according to claim 4, characterized in that, The distance between one end of the reset spring (11) and the inner side of the conversion rocker arm component (2) is A.

9. The device for reducing engine smoke and compensating starting fuel quantity according to claim 4, wherein The distance between the top end of the conversion rocker arm component (2) and the inner side of the housing (1) is B.

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