Electronic ignition oil-electric hybrid chain saw

Abstract

The utility model discloses an electronic ignition oil electricity hybrid type chain saw, including host frame, be provided with motor assembly on the host frame, be provided with spark plug on the host frame, be connected with engine assembly on the spark plug, the motor assembly includes rotor unit, the engine assembly includes with the crankshaft unit who connects the rotor unit, be provided with sensor unit on the rotor unit, be provided with the electronic igniter of can detect sensor unit position on the host frame, the electronic igniter spark plug intercommunication. The utility model provides an electronic ignition oil electricity hybrid type chain saw, can through the mode of electric starting, reduces the ablation of traditional ignition to contact, has improved ignition performance, and simultaneously engine assembly can cooperate with motor assembly, improves the flexibility of responding different working conditions.

Description

Technical Field

[0001] This utility model relates to the field of chainsaw technology, and in particular to an electronically ignited hybrid oil-electric chainsaw. Background Technology

[0002] For example, publication number "CN217195828U" discloses "a small chainsaw," which includes a saw body and a saw blade connected together. An engine is located within the saw body, and a sprocket adapted to the saw blade is connected to the engine's output end. A handle and a baffle are located in the middle of the saw body, with the handle, baffle, and engine located on the same side of the saw body. A control handle is formed at the top of the saw body, and an oil tank connected to the engine is located at the tail of the saw body. The handle is connected to the control handle. However, in practical applications, this type of chainsaw, because it only has an engine, suffers from the disadvantages of traditional ignition, such as inefficiency and easy wear and tear. Furthermore, the engine's ability to handle relatively limited operating conditions during use is also limited. Summary of the Invention

[0003] In view of the problems mentioned in the background art, such as the lack of energy saving and easy wear and tear of the existing technology, and the limited range of engine operating conditions, this utility model provides an electronic ignition hybrid chainsaw that can reduce the burning of contacts caused by traditional ignition through electric starting, thereby improving ignition performance. At the same time, the engine component can work with the motor component to improve the flexibility in dealing with different operating conditions.

[0004] To achieve the above objectives, the present invention adopts the following technical solution.

[0005] A hybrid electric-electric chainsaw with electronic ignition includes a main frame, a motor assembly mounted on the main frame, a spark plug mounted on the main frame, an engine assembly connected to the spark plug, a rotor unit including a rotor unit, and a crankshaft unit connected to the rotor unit. A sensor unit is mounted on the rotor unit, and an electronic igniter capable of detecting the position of the sensor unit is mounted on the main frame, the electronic igniter being connected to the spark plug. In existing technologies, generally only one engine exists, and ignition is achieved via contact points during use. Therefore, contact wear occurs over long-term use, and during engine operation, when the engine is under load, the speed is reduced to a certain level, making it impossible to improve work efficiency; the speed can only be maintained by unloading, thus limiting the applicable working conditions. To address these problems, this application provides a motor assembly and an engine assembly on the main frame, with the motor assembly having a rotor unit. The sensor unit connected to the rotor unit, when activated, can trigger the electric igniter. The sensor unit includes, but is not limited to, a magnet, which triggers the electric igniter through magnetic induction. The electronic igniter connects to the spark plug, thereby starting the engine. The engine assembly includes a crankshaft unit connected to a rotor unit. During startup, the rotor unit drives the crankshaft unit to rotate, improving the engine assembly's starting efficiency. During subsequent operation, when the engine assembly's speed is low, the motor assembly provides assistance, further improving efficiency. Since the rotor unit is directly connected to the crankshaft unit, when the engine assembly is operating but the motor assembly is not, the engine assembly can reverse-drive the motor assembly for charging, improving energy recovery efficiency. The working principle of the engine assembly and motor assembly in this application is as follows: When the engine assembly is running under no-load, the motor assembly does not operate; when the engine assembly is under load and its speed is reduced to a certain level, the motor assembly starts to assist; when the voltage is detected to be lower than a set voltage, the motor assembly stops assisting.

[0006] Preferably, the main frame includes a handle portion with a trigger. A position sensor is located within the handle portion, and the trigger has a detection point that can be detected by the position sensor. The position sensor is connected to a main control panel, which in turn connects to and controls the engine assembly and the motor assembly. The handle portion of the main frame has a trigger and a position sensor. The position sensor detects the detection point on the trigger, enabling real-time detection of the trigger opening. The detection point can be a material easily detected by the position sensor, such as a magnet. This allows the position sensor to detect the trigger opening and transmit feedback to the main control panel. The main control panel is connected to the engine assembly and the motor assembly, controlling their operating states. This allows for independent control of either the motor assembly or the engine assembly, enabling a single trigger to control both the engine and motor assemblies simultaneously. The position sensor and the main control panel are electrically connected, using wires or wireless terminals.

[0007] Preferably, the handle includes a grip handle, the trigger is located below the grip handle, and a press-protection button is located above the grip handle. During use, the operator's palm rests on the grip handle, with the trigger located below the grip handle and the press-protection button located above the grip handle. The press-protection button ensures the operator's safety when pressing the trigger.

[0008] Preferably, the main frame includes a handle portion, and a throttle switch is provided on the side of the main frame near the handle portion. The throttle switch is connected to the engine assembly; only when the throttle switch is open can the engine assembly be driven by the motor assembly to operate, achieving a dual protection effect and improving safety during use.

[0009] Preferably, the rotor unit has counterweights positioned symmetrically to the sensor units. Since the sensor units are mounted on the rotor assembly, counterweights are provided on the rotor unit to ensure stable rotation, and these counterweights are symmetrically positioned with the sensor units, thereby guaranteeing the smoothness of the rotor unit's rotation.

[0010] Preferably, the motor assembly is an external rotor structure. The rotor unit includes a stator ring and an outer rotor disk located outside the stator ring. A central shaft is connected to the center of the outer rotor disk, and the central shaft passes through the stator ring and connects to the crankshaft unit. By configuring the motor assembly as an external rotor structure, the rotor portion of the motor is exposed, making it easier for the electronic igniter to detect the sensor unit connected to the rotor unit, improving the sensitivity of the sensor. It also allows for more flexible placement of the electronic igniter, thus enhancing the overall integration of the device. Furthermore, the rotor assembly consists of an outer rotor disk and a central shaft. The outer rotor disk is located outside the stator ring, and the central shaft is bolted to the outer rotor disk, allowing the central shaft to be fixed at the center of the outer rotor disk. The central shaft passes through the stator ring and connects to the crankshaft unit, thus realizing the function of connecting the rotor unit to the crankshaft unit.

[0011] Preferably, the outer rotor disk is provided with several blades. The blades on the outer rotor disk generate airflow during the rotation of the outer rotor disk, thereby dissipating heat from the engine components.

[0012] Preferably, the main frame includes a motor protection plate corresponding to the motor assembly, and the motor protection plate is provided with ventilation openings. The motor protection plate improves the protection of the motor assembly, and the ventilation openings ensure rapid airflow exchange, improving heat dissipation efficiency.

[0013] Preferably, a main control panel is provided on the main frame, and the main control panel is located on the side of the motor assembly. Because the main control panel is located close to the motor assembly, it can accelerate heat dissipation through the airflow generated by the motor assembly during rotation.

[0014] Preferably, a heat sink is provided on the side of the main control panel near the motor assembly, and the heat sink has several heat dissipation fins. The presence of a heat sink on the main control panel, connected to the main control panel, and equipped with multiple heat dissipation fins, increases the contact area with airflow, further improving heat dissipation efficiency and ensuring the operational stability of the main control panel.

[0015] The beneficial effects of this utility model are as follows: (1) It can improve the performance during ignition, ensure stability, and can handle various different load conditions, thus improving the flexibility of use and extending service life. (2) It can ensure the working stability of the motor assembly and improve the heat dissipation effect during the use of the chainsaw, thus ensuring the working stability; (3) It can detect the opening degree of the trigger in real time through the position sensor and transmit it to the main control panel to achieve the effect of independently controlling the engine component and the motor component. Attached Figure Description

[0016] Figure 1 This is a partial structural diagram of the present invention.

[0017] Figure 2 This is a schematic diagram of the second partial structure of this utility model.

[0018] Figure 3 This is a schematic diagram of the third part of the structure of this utility model.

[0019] Figure 4 This is an exploded view of the present invention.

[0020] Figure 5 This is a schematic diagram of the overall structure of this utility model.

[0021] Figure 6 This is a schematic diagram of the internal structure of the handle.

[0022] In the picture: 1 Main frame, 11 Handle, 12 Trigger, 121 Detection point, 13 Grip handle, 14 Press protection button, 15 Throttle switch, 16 Motor protection plate, 161 Ventilation port, 17 Position sensor; 2 Motor assembly, 21 Rotor unit, 211 Outer rotor disk, 212 Central shaft, 213 Blade, 22 Sensor unit, 23 Counterweight, 24 Stator ring; 3. Spark plugs; 4 engine components, 41 crankshaft units; 5. Electronic igniter; 6. Main control panel, 61. Heat sink, 62. Heat sink fins. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0024] Example 1: like Figure 1 , 2As shown in Figure 3, an electronically ignited hybrid chainsaw includes a main frame 1, a motor assembly 2 mounted on the main frame 1, a spark plug 3 mounted on the main frame 1, and an engine assembly 4 connected to the spark plug 3. The motor assembly 2 includes a rotor unit 21, and the engine assembly 4 includes a crankshaft unit 41 connected to the rotor unit 21. A sensor unit 22 is mounted on the rotor unit 21, and an electronic igniter 5 capable of detecting the position of the sensor unit 22 is mounted on the main frame 1. The electronic igniter 5 is connected to the spark plug 3. In existing technologies, there is generally only one engine, which is ignited via contact points during use. Therefore, contact wear occurs over long-term use. Furthermore, during engine operation, when the engine is under load, the speed is reduced to a certain level, making it impossible to improve efficiency; the speed can only be maintained by unloading. Thus, the applicable operating conditions are relatively limited. To address these issues, this application includes a motor assembly 2 and an engine assembly 4 mounted on the main frame 1. The motor assembly 2 has a rotor unit 21, and a sensor unit 22 connected to the rotor unit 21 can trigger an electronic igniter upon activation. The sensor unit 22 includes, but is not limited to, a magnet, which triggers the electronic igniter 5 through magnetic induction. In this system, the electronic igniter 5 is connected to the spark plug 3, thereby starting the engine through the spark plug 3. The engine assembly 4 includes a crankshaft unit 41, which is connected to the rotor unit 21. During startup, the rotor unit 21 drives the crankshaft unit 41 to rotate first, improving the starting efficiency of the engine assembly 4. In subsequent operation, when the engine assembly 4 rotates slowly, the rotation of the motor assembly 2 provides assistance, further improving efficiency. Since the rotor unit 21 is directly connected to the crankshaft unit 41, when the engine assembly 4 is operating but the motor assembly 2 is not, the engine assembly 4 can reverse-drive the motor assembly 2 for charging, thus improving energy recovery efficiency. The working principle of the engine assembly 4 and the motor assembly 2 is as follows: When the engine assembly 4 is running unloaded, the motor assembly 2 is not operating; when the engine assembly 4 is under load and the speed is reduced to a certain level, the motor assembly 2 starts to assist; when the voltage is detected to be lower than a set voltage, the motor assembly 2 stops assisting.

[0025] Example 2: like Figure 1 , 2As shown in Figure 3, an electronically ignited hybrid chainsaw includes a main frame 1, a motor assembly 2 mounted on the main frame 1, a spark plug 3 mounted on the main frame 1, and an engine assembly 4 connected to the spark plug 3. The motor assembly 2 includes a rotor unit 21, and the engine assembly 4 includes a crankshaft unit 41 connected to the rotor unit 21. A sensor unit 22 is mounted on the rotor unit 21, and an electronic igniter 5 capable of detecting the position of the sensor unit 22 is mounted on the main frame 1. The electronic igniter 5 is connected to the spark plug 3. In existing technologies, there is generally only one engine, which is ignited via contact points during use. Therefore, contact wear occurs over long-term use. Furthermore, during engine operation, when the engine is under load, the speed is reduced to a certain level, making it impossible to improve efficiency; the speed can only be maintained by unloading. Thus, the applicable operating conditions are relatively limited. To address these issues, this application includes a motor assembly 2 and an engine assembly 4 mounted on the main frame 1. The motor assembly 2 has a rotor unit 21, and a sensor unit 22 connected to the rotor unit 21 can trigger an electronic igniter upon activation. The sensor unit 22 includes, but is not limited to, a magnet, which triggers the electronic igniter 5 through magnetic induction. In this system, the electronic igniter 5 is connected to the spark plug 3, thereby starting the engine through the spark plug 3. The engine assembly 4 includes a crankshaft unit 41, which is connected to the rotor unit 21. During startup, the rotor unit 21 drives the crankshaft unit 41 to rotate first, improving the starting efficiency of the engine assembly 4. In subsequent operation, when the engine assembly 4 rotates slowly, the rotation of the motor assembly 2 provides assistance, further improving efficiency. Since the rotor unit 21 is directly connected to the crankshaft unit 41, when the engine assembly 4 is operating but the motor assembly 2 is not, the engine assembly 4 can reverse-drive the motor assembly 2 for charging, thus improving energy recovery efficiency. The working principle of the engine assembly 4 and the motor assembly 2 is as follows: When the engine assembly 4 is running unloaded, the motor assembly 2 is not operating; when the engine assembly 4 is under load and the speed is reduced to a certain level, the motor assembly 2 starts to assist; when the voltage is detected to be lower than a set voltage, the motor assembly 2 stops assisting.

[0026] like Figure 1 , 6As shown, the main frame 1 includes a handle part 11, a trigger 12 is provided on the handle part 11, a position sensor 17 is provided inside the handle part 11, a detection point 121 that can be detected by the position sensor 17 is provided on the trigger 12, the position sensor 17 is connected to the main control panel 6, and the main control panel 6 is connected to and controls the engine assembly 4 and the motor assembly 2. A trigger 12 is provided on the handle portion 11 of the main frame 1, and a position sensor 17 is provided inside the handle portion 11. The position sensor 17 can detect the detection point 121 on the trigger 12, thereby realizing real-time detection of the opening degree of the trigger 12. The detection point 121 can be a material that is easy for the position sensor 17 to detect, such as a magnet. This allows the position sensor 17 to detect the opening degree of the trigger 12 and transmit feedback to the main control panel 6. The main control panel 6 is connected to the engine assembly 4 and the motor assembly 2. The main control panel 6 controls the working state of the motor assembly 2 and the engine assembly 4, thereby realizing the function of independently controlling the motor assembly 2 or the engine assembly 4. This achieves the effect that one trigger 12 can control the engine assembly 4 and the motor assembly 2 at the same time.

[0027] like Figure 1 As shown, the handle 11 includes a grip handle 13, a trigger 12 located below the grip handle 13, and a press protection button 14 located above the grip handle 13. During use, the operator's palm rests on the grip handle 13, with the trigger 12 located below the grip handle 13 and the press protection button 14 located above the grip handle 13. The press protection button 14 ensures the operator's safety when pressing the trigger 12.

[0028] like Figure 1 As shown, the main frame 1 includes a handle portion 11, and a throttle switch 15 is provided on the side of the main frame 1 near the handle portion 11. The throttle switch 15 is connected to the engine assembly 4. Only when the throttle switch 15 is opened can the engine assembly 4 be driven by the motor assembly 2 to work, achieving a dual protection effect and improving safety during use.

[0029] like Figure 1 , 2 As shown, the rotor unit 21 is provided with a counterweight 23 at a position symmetrical to that of the sensor unit 22. Since the sensor unit 22 is placed on the rotor assembly, in order to ensure that the rotor unit 21 can rotate stably, a counterweight 23 is provided on the rotor unit 21, and the counterweight 23 is symmetrically arranged with the sensor unit 22, thereby ensuring the smoothness of the rotation of the rotor unit 21.

[0030] like Figure 4As shown, the motor assembly 2 has an external rotor structure. The rotor unit 21 includes a stator ring 24 and an outer rotor disk 211 located outside the stator ring 24. A central shaft 212 is connected to the center of the outer rotor disk 211, and the central shaft 212 passes through the stator ring 24 and connects to the crankshaft unit 41. By setting the motor assembly 2 as an external rotor structure, the rotor part of the motor can be exposed, making it easier for the electronic igniter 5 to sense the sensor unit 22 when it is connected to the rotor unit 21, thus improving the sensitivity of the sensing. At the same time, it allows for more flexible setting of the installation position of the electronic igniter 5, thereby improving the integration of the entire device. Furthermore, the rotor assembly is divided into an outer rotor disk 211 and a central shaft 212. The outer rotor disk 211 is located outside the stator ring 24, and the outer rotor disk 211 is connected to the central shaft 212 by bolts, so that the central shaft 212 can be fixed at the center position of the outer rotor disk 211. The central shaft 212 passes through the stator ring 24 and is connected to the crankshaft unit 41, thereby realizing the function of connecting the rotor unit 21 to the crankshaft unit 41.

[0031] like Figure 3 As shown, the outer rotor disk 211 is provided with a number of blades 213. The blades 213 on the outer rotor disk 211 can generate airflow during the rotation of the outer rotor disk 211, thereby cooling the engine assembly 4.

[0032] like Figure 5 As shown, the main frame includes a motor protection plate 16 corresponding to the motor assembly 2, and the motor protection plate 16 is provided with a ventilation opening 161. The motor protection plate 16 can improve the protection effect of the motor assembly 2, and the ventilation opening 161 on the motor protection plate 16 can ensure that the internal airflow can be exchanged quickly and improve the heat dissipation efficiency.

[0033] Example 3: like Figure 2 As shown, a main control panel 6 is installed on the main frame 1, and the main control panel 6 is located on the side of the motor assembly 2. Because the main control panel 6 on the main frame 1 is located close to the motor assembly 2, it can accelerate heat dissipation through the airflow generated by the motor assembly 2 during rotation.

[0034] like Figure 2 As shown, a heat sink 61 is provided on the side of the main control panel 6 near the motor assembly 2, and a number of heat dissipation fins 62 are provided on the heat sink 61. The heat sink 61 is connected to the main control panel 6, and the heat sink 61 is provided with multiple heat dissipation fins 62, thereby increasing the contact area with airflow, further improving heat dissipation efficiency, and ensuring the working stability of the main control panel 6.

[0035] In addition to the above-mentioned structural features, this embodiment also includes a main frame 1, a motor assembly 2, a spark plug 3, an engine assembly 4 connected to the spark plug 3, a rotor unit 21, an engine assembly 4 including a crankshaft unit 41 connected to the rotor unit 21, a sensor unit 22 on the rotor unit 21, and an electronic igniter 5 capable of detecting the position of the sensor unit 22 on the main frame 1, the electronic igniter 5 being connected to the spark plug 3.

[0036] The main frame 1 includes a handle part 11, a trigger 12 is provided on the handle part 11, a position sensor 17 is provided inside the handle part 11, a detection point 121 that can be detected by the position sensor 17 is provided on the trigger 12, the position sensor 17 is connected to the main control panel 6, and the main control panel 6 is connected to and controls the engine assembly 4 and the motor assembly 2.

[0037] The handle 11 includes a grip handle 13, a trigger 12 located below the grip handle 13, and a press-protection button 14 located above the grip handle 13. During use, the operator's palm rests on the grip handle 13, with the trigger 12 located below the grip handle 13 and the press-protection button 14 located above the grip handle 13. The press-protection button 14 ensures the operator's safety when pressing the trigger 12.

[0038] The main frame 1 includes a handle portion 11, and a throttle switch 15 is provided on the side of the main frame 1 near the handle portion 11. The throttle switch 15 is connected to the engine assembly 4. Only when the throttle switch 15 is opened can the engine assembly 4 be driven by the motor assembly 2 to work, achieving a dual protection effect and improving safety during use.

[0039] The rotor unit 21 is provided with a counterweight 23 at a position symmetrical to that of the sensor unit 22. Since the sensor unit 22 is located on the rotor assembly, in order to ensure that the rotor unit 21 can rotate stably, a counterweight 23 is provided on the rotor unit 21, and the counterweight 23 is symmetrically arranged with the sensor unit 22, thereby ensuring the smoothness of the rotation of the rotor unit 21.

[0040] The motor assembly 2 has an external rotor structure. The rotor unit 21 includes a stator ring 24 and an outer rotor disk 211 located outside the stator ring 24. A central shaft 212 is connected to the center of the outer rotor disk 211, and the central shaft 212 passes through the stator ring 24 and connects to the crankshaft unit 41. By setting the motor assembly 2 as an external rotor structure, the rotor part of the motor can be exposed, making it easier for the electronic igniter 5 to sense the sensor unit 22 when it is connected to the rotor unit 21, thus improving the sensitivity of the sensing. At the same time, it allows for more flexible setting of the installation position of the electronic igniter 5, thereby improving the integration of the entire device. Furthermore, the rotor assembly is divided into an outer rotor disk 211 and a central shaft 212. The outer rotor disk 211 is located outside the stator ring 24, and the outer rotor disk 211 is connected to the central shaft 212 by bolts, so that the central shaft 212 can be fixed at the center position of the outer rotor disk 211. The central shaft 212 passes through the stator ring 24 and is connected to the crankshaft unit 41, thereby realizing the function of connecting the rotor unit 21 to the crankshaft unit 41.

[0041] The outer rotor disk 211 is provided with a number of blades 213. The blades 213 on the outer rotor disk 211 can generate airflow during the rotation of the outer rotor disk 211, thereby cooling the engine assembly 4.

[0042] The main frame includes a motor protection plate 16 corresponding to the motor assembly 2, and the motor protection plate 16 is provided with a ventilation port 161. The motor protection plate 16 can improve the protection effect of the motor assembly 2, and the ventilation port 161 on the motor protection plate 16 can ensure that the internal airflow can be exchanged quickly and improve the heat dissipation efficiency.

Claims

1. A hybrid electric-oil ignition chainsaw, characterized in that, The device includes a main frame, on which a motor assembly is mounted, and on which a spark plug is mounted. An engine assembly is connected to the spark plug. The motor assembly includes a rotor unit, and the engine assembly includes a crankshaft unit connected to the rotor unit. A sensor unit is mounted on the rotor unit, and an electronic igniter capable of detecting the position of the sensor unit is mounted on the main frame. The electronic igniter is connected to the spark plug.

2. The electronically ignited hybrid chainsaw according to claim 1, characterized in that, The main frame includes a handle portion, a trigger is provided on the handle portion, a position sensor is provided inside the handle portion, a detection point that can be detected by the position sensor is provided on the trigger, the position sensor is connected to a main control panel, and the main control panel is connected to and controls the engine assembly and the motor assembly.

3. The electronically ignited hybrid chainsaw according to claim 2, characterized in that, The handle includes a grip handle, the trigger is located below the grip handle, and a press protection button is located above the grip handle.

4. The electronically ignited hybrid chainsaw according to claim 1, characterized in that, The main frame includes a handle portion, and a throttle switch is provided on the side of the main frame near the handle portion.

5. The electronically ignited hybrid chainsaw according to claim 1, characterized in that, The rotor unit has counterweights positioned symmetrically to the sensor unit.

6. The electronically ignited hybrid chainsaw according to claim 1, characterized in that, The motor assembly is an external rotor structure. The rotor unit includes a stator ring and an outer rotor disk located outside the stator ring. A central shaft is connected to the center of the outer rotor disk, and the central shaft passes through the stator ring and is connected to the crankshaft unit.

7. A hybrid electric-electronic ignition chainsaw according to claim 6, characterized in that, The outer rotor disk has several blades.

8. A hybrid electric-electronic ignition chainsaw according to claim 6, characterized in that, The main frame includes a motor protection plate with corresponding motor components, and the motor protection plate is provided with ventilation openings.

9. A hybrid electric-electronic ignition chainsaw according to any one of claims 1-8, characterized in that, The main control panel is provided on the main frame and is located on the side of the motor assembly.

10. A hybrid electric-electronic ignition chainsaw according to claim 9, characterized in that, The main control panel is provided with a heat sink on the side near the motor assembly, and the heat sink is provided with several heat sink fins.

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