A linkage control structure of an engine throttle and a throttle valve

Abstract

The utility model discloses a kind of linkage control structure of engine air door and throttle, belong to motorcycle engine field, including the air door pivot connected with air door, and the throttle pivot connected with throttle, further include air door control rod, the first swing piece is connected on the air door control rod, the second swing piece is fixedly connected on the air door pivot, the third swing piece is fixedly connected on the throttle pivot, the first swing piece is connected with second swing piece, the second swing piece and third swing piece are connected by delay transmission component connection, by pulling air door control rod, not only can control air door open, throttle can also be slowly opened by delay transmission component, without being respectively operated to air door pull rod and accelerator handle, simplify the operation step, solve the prior art, motorcycle air door and throttle separate control, auxiliary cold start operation is more difficult Problem.

Description

Technical Field

[0001] This utility model relates to the field of internal combustion engines, and in particular to a linkage control structure for an engine choke and throttle valve. Background Technology

[0002] Internal combustion engines contain chokes and throttle valves. The throttle valve controls the amount of air entering the engine; the larger the throttle opening, the greater the intake air volume, and the greater the engine's output power. The choke, on the other hand, assists in cold starts. When the ambient temperature is low, starting the engine is relatively difficult. The choke partially blocks the carburetor's air intake, thereby increasing the vacuum at the choke tip, allowing more fuel to be drawn out of the injectors, thus forming a richer fuel-air mixture, making the engine easier to ignite.

[0003] For example, a Chinese patent document, "A Motorcycle Carburetor for Enhanced Starting," with publication number CN219242067U, discloses a main body. One side of the main body has a fuel inlet pipe, one end of the fuel inlet pipe has a control device, one side of the control device has an atomizing device, one side of the atomizing device has a fuel outlet, one side of the fuel outlet has a throttle valve, the upper end of the throttle valve has a choke, one side of the choke valve has a carburetor throat, and the upper end of the carburetor throat has a filter device. The drawback of this patent is that the choke and throttle valve are completely independently controlled. When using the choke for assisted starting, the choke lever must be pulled while starting the engine, and then the engine speed must be slowly increased using the throttle lever to prevent stalling. After ignition, the choke lever must be slowly pushed back. The entire process involves many steps and is difficult for inexperienced operators. Utility Model Content

[0004] This invention aims to overcome the problem in the prior art where the choke and throttle valve of an internal combustion engine are controlled separately, making it difficult to assist in cold start operations. It provides a linkage control structure for the engine choke and throttle valve, which can open the throttle valve while pulling the choke valve, reducing the number of starting steps and simplifying the operation of assisting start.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: This utility model discloses a linkage control mechanism for an engine choke and throttle valve, including a choke shaft connected to the choke and a throttle valve shaft connected to the throttle valve, and a choke control lever. A second swing member is fixedly connected to the choke shaft, and a third swing member is fixedly connected to the throttle valve shaft. The second swing member and the third swing member are connected by a transmission assembly.

[0006] In this application, by pulling the choke control lever, not only can the choke be opened, but the throttle valve can also be opened through the transmission assembly, eliminating the need to operate the choke lever and throttle handle separately, thus simplifying the operation steps.

[0007] Preferably, a first swing member is connected to the throttle control lever, the first swing member and the second swing member are connected, the transmission assembly includes a throttle wheel and a delay swing arm, the throttle wheel and the delay swing arm are both mounted on a fixed shaft, the throttle wheel is connected to the second swing member, the delay swing arm is connected to the third swing member, and a first torsion spring is installed between the delay swing arm and the throttle wheel.

[0008] Preferably, the second oscillating member is connected to a rotary lever, the throttle rotary wheel is provided with a lever slot, the rotary lever passes through the lever slot, and one end of the rotary lever is provided with a bent portion.

[0009] Preferably, a first limiting member is installed on the throttle wheel, and a protective housing is also installed on the fixed shaft. The protective housing includes a limiting plate facing the first limiting member, and the throttle wheel is positioned between the limiting plate and the second swing arm.

[0010] Preferably, the first limiting member is provided with an elastic buffer portion.

[0011] Preferably, the first torsion spring includes a first elastic part and a second elastic part. The first elastic part is coaxially arranged with the fixed shaft, and one end of the first elastic part is fixed to the delay swing arm. The second elastic part is the elastic buffer part, which is coaxially arranged with the first limiting member, and one end of the elastic buffer part is fixed to the throttle wheel.

[0012] Preferably, a second limiting member is also installed on the fixed shaft, the second limiting member is keyed to the fixed shaft, the second limiting member is provided with a limiting groove, and the delay swing arm is provided with a limiting protrusion located in the limiting groove.

[0013] Preferably, the third swing member is provided with a second torsion spring, which is coaxially arranged with the third swing member. One end of the second torsion spring is fixed to the third swing member, and the other end is fixed to the engine housing.

[0014] Preferably, the third swing member is further provided with a limiting part, and the engine housing is further provided with a limiting rod adapted to the limiting part.

[0015] Preferably, the limiting rod is threaded onto the engine housing, and a button spring is installed on the limiting rod.

[0016] Therefore, the present invention has the following beneficial effects: (1) the choke and throttle can be controlled simultaneously by the choke control lever, thereby simplifying the operation steps; (2) when the choke is open, the throttle opens slowly, further increasing the fuel concentration in the fuel-air mixture during startup. Attached Figure Description

[0017] Figure 1 This is a structural schematic diagram of one embodiment of the present utility model.

[0018] Figure 2 This is a structural schematic diagram of a second embodiment of the present invention.

[0019] In the diagram: 1. Air damper; 2. Throttle valve; 3. Air damper shaft; 4. Throttle valve shaft; 5. First swing component; 6. Second swing component; 7. Third swing component; 8. Moving rod; 9. Waist groove; 10. Rotary wheel lever; 11. Throttle wheel; 12. Delayed swing arm; 13. First torsion spring; 14. Lever groove; 15. Bending part; 16. First limiting component; 17. Protective housing; 18. Limiting plate; 19. Elastic buffer part; 20. Fixed shaft; 21. Second limiting component; 22. Push rod; 23. Second torsion spring; 24. Limiting part; 25. Button spring; 26. Reset rod; 27. Reset elastic component; 28. Trigger switch; 29. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0021] Example 1, as Figure 1 As shown, a linkage control structure for engine choke 1 and throttle valve 2 is used in an internal combustion engine, which controls choke 1 and throttle valve 2 simultaneously through a choke control lever.

[0022] This application includes a throttle shaft 3 connected to a throttle 1 and a throttle shaft 4 connected to a throttle valve 2. A first swing member 5 is connected to the throttle control lever, a second swing member 6 is fixedly connected to the throttle shaft 3, and a third swing member 7 is fixedly connected to the throttle shaft 4. The first swing member 5 and the second swing member 6 are connected, and the second swing member 6 and the third swing member 7 are connected via a transmission assembly. The first swing member 5 is a double-swing arm swing member, one of which is connected to the throttle control lever via a connecting rod, and the other swing arm has a groove 9 in the longitudinal direction. The second swing member 6 is also a double-swing arm swing member, one of which has a moving rod 8 installed in the groove 9, and the other swing arm has a rotating pull rod 10 installed.

[0023] The transmission assembly includes a throttle wheel 11 and a delay swing arm 12, both mounted on a fixed shaft 20. The throttle wheel 11 is connected to a second swing member 6, and the delay swing arm 12 is connected to a third swing member 7. A first torsion spring 13 is installed between the delay swing arm 12 and the throttle wheel 11. The throttle wheel 11 is also connected to the throttle handle of the internal combustion engine. The throttle wheel 11 has a pull rod slot 14, through which a wheel pull rod 10 passes. One end of the wheel pull rod 10 has a bent portion formed by bending one end of the wheel pull rod 10 at a 90° angle. The pull rod slot 14 is located on a vertical plate, which is located radially on the fixed shaft 20. In the initial state, that is, when the throttle control lever is not pulled, the bent part 15 is a certain distance from the vertical plate. This distance is determined according to actual usage requirements, and is usually not less than 1 cm. That is to say, when the throttle control lever is pulled, causing the rotary lever 10 to also be pulled, the throttle wheel 11 does not immediately rotate. Only when the rotary lever 10 is pulled a distance exceeding a certain value will the throttle wheel 11 rotate. This allows the throttle 1 to open before the throttle 2, which meets the needs of throttle 1 and throttle 2 operation during cold engine auxiliary start. At the same time, when the throttle control lever is only pulled a short distance, the throttle 2 will not open, which can avoid accidental activation. Furthermore, since the lever 10 only has a bent portion at one end, the transmission between the lever 10 and the throttle wheel 11 is unidirectional. Taking the direction shown in the attached diagram as an example, when the lever 10 moves to the right, it pulls the throttle wheel 11. When the throttle wheel 11 rotates clockwise, it cannot drive the lever 10 to move. This also prevents the throttle valve 1 from opening when the throttle handle is turned. At the same time, the gap between the bent portion and the upright plate also ensures that the throttle wheel 11 will not drive the lever 10 when it rotates slightly counterclockwise.

[0024] A first limiting member 16 is installed on the throttle wheel 11, and a protective housing 17 is also installed on the fixed shaft 20. The protective housing 17 includes a limiting plate 18 directly opposite the first limiting member 16, and the throttle wheel 11 is positioned between the limiting plate 18 and the second swing arm. The protective housing 17 can protect the various parts of the fixed shaft 20 from collisions and interference from other structures within the internal combustion engine. The limiting plate 18 can limit the amount of rotation of the throttle wheel 11 in the counterclockwise direction. The first limiting member 16 is provided with an elastic buffer part 19. The elastic buffer part 19 can buffer the throttle wheel 11 when it is released and rebounds, preventing the first limiting member 16 from causing a large impact on the limiting plate 18 and resulting in damage. The first torsion spring 13 includes a first elastic part and a second elastic part. The first elastic part is coaxially arranged with the fixed shaft 20, and one end of the first elastic part is fixed to the delay swing arm 12. The second elastic part is the elastic buffer part 19, which is coaxially arranged with the first limiting member 16. One end of the elastic buffer part 19 is fixed to the throttle wheel 11. The axes of the first and second elastic parts are perpendicular to each other. This structure allows the first torsion spring 13 to provide elastic buffering at two points simultaneously, and also makes the installation between the first torsion spring 13 and the throttle wheel 11 more reliable and less prone to detachment.

[0025] A second limiting member 21 is also installed on the fixed shaft 20. The second limiting member 21 is keyed to the fixed shaft 20. The second limiting member 21 is provided with a limiting groove. The delay swing arm 12 is provided with a limiting protrusion located in the limiting groove. The limiting groove is a circumferential limiting groove used to limit the rotation angle of the delay swing arm 12. The angle of the limiting groove does not exceed 90° to avoid the throttle opening 2 decreasing due to the excessive rotation angle of the throttle shaft 4.

[0026] The third swing member 7 is connected to the delay swing arm 12 via a push rod 22. A second torsion spring 23 is provided on the third swing member 7, coaxially arranged with it. One end of the second torsion spring 23 is fixed to the third swing member 7, and the other end is fixed to the engine housing. The third swing member 7 also has a limiting part 24, and a limiting rod 25 adapted to the limiting part 24 is installed on the engine housing. The limiting rod 25 is threadedly connected to the engine housing, and a button spring 26 is installed on it. The limiting rod 25 also serves as a throttle body 2 locking structure; when the limiting rod 25 is turned downwards to press against the limiting part 24, the throttle body 2 cannot rotate.

[0027] In this application, due to the presence of a first torsion spring 13 and a second torsion spring 23, when the rotary lever 10 pulls the throttle rotary lever 11, the delayed swing arm 12, due to the force from the push rod 22, will not rotate immediately, but will gradually rotate under the elastic force of the first torsion spring 13. At the same time, when the delayed swing arm 12 exerts a pulling force on the push rod 22, the third swing member 7, due to the elastic force of the second torsion spring 23, will not rotate immediately, but will gradually rotate. During the gradual rotation of the third swing member 7 and the delayed swing arm 12, the first torsion spring 13 and the second torsion spring 23 gradually achieve balance, and prolong the time from the throttle control lever being pulled to the throttle valve 2 opening, thereby ensuring that the throttle valve 1 has sufficient opening time to increase the fuel concentration in the air-fuel mixture before the throttle valve 2 starts.

[0028] Unlike existing cold start auxiliary processes for internal combustion engines, in the process of using this application, it is only necessary to pull the throttle control lever first, then try to ignite, and after the engine starts successfully, push the throttle control lever back. This eliminates the process of pulling the throttle control lever while slowly turning the throttle handle, thus simplifying the operation.

[0029] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0030] Example 2, as Figure 2 As shown, a linkage control structure for engine choke 1 and throttle valve 2 is used in an internal combustion engine, which controls choke 1 and throttle valve 2 simultaneously through a choke control lever.

[0031] This application includes a throttle shaft 3 connected to a throttle 1 and a throttle shaft 4 connected to a throttle valve 2. A first swing member 5 is connected to the throttle control lever, a second swing member 6 is fixedly connected to the throttle shaft 3, and a third swing member 7 is fixedly connected to the throttle shaft 4. The first swing member 5 and the second swing member 6 are connected, and the second swing member 6 and the third swing member 7 are connected via a transmission assembly. The first swing member 5 is a double-swing arm swing member, one of which is connected to the throttle control lever via a connecting rod, and the other swing arm has a groove 9 in the longitudinal direction. The second swing member 6 is also a double-swing arm swing member, one of which has a moving rod 8 installed in the groove 9, and the other swing arm has a rotating pull rod 10 installed.

[0032] The transmission assembly includes a throttle wheel 11 and a delay swing arm 12, both mounted on a fixed shaft 20. The throttle wheel 11 is connected to a second swing member 6, and the delay swing arm 12 is connected to a third swing member 7. A first torsion spring 13 is installed between the delay swing arm 12 and the throttle wheel 11. The throttle wheel 11 is also connected to the throttle handle of the internal combustion engine. The throttle wheel 11 has a pull rod slot 14, through which a wheel pull rod 10 passes. One end of the wheel pull rod 10 has a bent portion formed by bending one end of the wheel pull rod 10 at a 90° angle. The pull rod slot 14 is located on a vertical plate, which is located radially on the fixed shaft 20. In the initial state, that is, when the throttle control lever is not pulled, the bent part 15 is a certain distance from the vertical plate. This distance is determined according to actual usage requirements, and is usually not less than 1 cm. That is to say, when the throttle control lever is pulled, causing the rotary lever 10 to also be pulled, the throttle wheel 11 does not immediately rotate. Only when the rotary lever 10 is pulled a distance exceeding a certain value will the throttle wheel 11 rotate. This allows the throttle 1 to open before the throttle 2, which meets the needs of throttle 1 and throttle 2 operation during cold engine auxiliary start. At the same time, when the throttle control lever is only pulled a short distance, the throttle 2 will not open, which can avoid accidental activation. Furthermore, since the lever 10 only has a bent portion at one end, the transmission between the lever 10 and the throttle wheel 11 is unidirectional. Taking the direction shown in the attached diagram as an example, when the lever 10 moves to the right, it pulls the throttle wheel 11. When the throttle wheel 11 rotates clockwise, it cannot drive the lever 10 to move. This also prevents the throttle valve 1 from opening when the throttle handle is turned. At the same time, the gap between the bent portion and the upright plate also ensures that the throttle wheel 11 will not drive the lever 10 when it rotates slightly counterclockwise.

[0033] A first limiting member 16 is installed on the throttle wheel 11, and a protective housing 17 is also installed on the fixed shaft 20. The protective housing 17 includes a limiting plate 18 directly opposite the first limiting member 16, and the throttle wheel 11 is positioned between the limiting plate 18 and the second swing arm. The protective housing 17 can protect the various parts of the fixed shaft 20 from collisions and interference from other structures within the internal combustion engine. The limiting plate 18 can limit the amount of rotation of the throttle wheel 11 in the counterclockwise direction. The first limiting member 16 is provided with an elastic buffer part 19. The elastic buffer part 19 can buffer the throttle wheel 11 when it is released and rebounds, preventing the first limiting member 16 from causing a large impact on the limiting plate 18 and resulting in damage. The first torsion spring 13 includes a first elastic part and a second elastic part. The first elastic part is coaxially arranged with the fixed shaft 20, and one end of the first elastic part is fixed to the delay swing arm 12. The second elastic part is the elastic buffer part 19, which is coaxially arranged with the first limiting member 16. One end of the elastic buffer part 19 is fixed to the throttle wheel 11. The axes of the first and second elastic parts are perpendicular to each other. This structure allows the first torsion spring 13 to provide elastic buffering at two points simultaneously, and also makes the installation between the first torsion spring 13 and the throttle wheel 11 more reliable and less prone to detachment.

[0034] A second limiting member 21 is also installed on the fixed shaft 20. The second limiting member 21 is keyed to the fixed shaft 20. The second limiting member 21 is provided with a limiting groove. The delay swing arm 12 is provided with a limiting protrusion located in the limiting groove. The limiting groove is a circumferential limiting groove used to limit the rotation angle of the delay swing arm 12. The angle of the limiting groove does not exceed 90° to avoid the throttle opening 2 decreasing due to the excessive rotation angle of the throttle shaft 4.

[0035] The third swing member 7 is connected to the delay swing arm 12 via a push rod 22. A second torsion spring 23 is provided on the third swing member 7, coaxially arranged with it. One end of the second torsion spring 23 is fixed to the third swing member 7, and the other end is fixed to the engine housing. The third swing member 7 also has a limiting part 24, and a limiting rod 25 adapted to the limiting part 24 is installed on the engine housing. The limiting rod 25 is threadedly connected to the engine housing, and a button spring 26 is installed on it. The limiting rod 25 also serves as a throttle body 2 locking structure; when the limiting rod 25 is turned downwards to press against the limiting part 24, the throttle body 2 cannot rotate.

[0036] A reset lever 27 is also provided below the damper control lever. Inside the internal combustion engine, a reset elastic element 28 for pushing the reset lever 27 and a trigger switch 29 are also installed. When the damper control lever is pulled out to its maximum distance, the reset lever 27 contacts the trigger switch 29. The trigger switch 29 can trigger the ignition device to ignite.

[0037] In this application, due to the presence of a first torsion spring 13 and a second torsion spring 23, when the rotary lever 10 pulls the throttle rotary lever 11, the delayed swing arm 12, due to the force from the push rod 22, will not rotate immediately, but will gradually rotate under the elastic force of the first torsion spring 13. At the same time, when the delayed swing arm 12 exerts a pulling force on the push rod 22, the third swing member 7, due to the elastic force of the second torsion spring 23, will not rotate immediately, but will gradually rotate. During the gradual rotation of the third swing member 7 and the delayed swing arm 12, the first torsion spring 13 and the second torsion spring 23 gradually achieve balance, and prolong the time from the throttle control lever being pulled to the throttle valve 2 opening, thereby ensuring that the throttle valve 1 has sufficient opening time to increase the fuel concentration in the air-fuel mixture before the throttle valve 2 starts.

[0038] Unlike Embodiment 1, in this embodiment, during use, it is only necessary to pull the damper control lever to its maximum position and hold it to trigger ignition via the trigger switch 29. After the engine starts successfully, the damper control lever is released, and it automatically resets under the action of the reset elastic element 28. Compared with Embodiment 1, the operation is further simplified.

Claims

1. A linkage control structure for an engine choke and throttle valve, comprising a choke shaft connected to the choke and a throttle valve shaft connected to the throttle valve, characterized in that, It also includes a damper control lever, a second swing member is fixedly connected to the damper shaft, and a third swing member is fixedly connected to the throttle shaft. The second swing member and the third swing member are connected by a transmission assembly.

2. The linkage control structure for engine choke and throttle valve according to claim 1, characterized in that, A first swing element is connected to the throttle control lever. The first swing element and the second swing element are connected. The transmission assembly includes a throttle wheel and a delay swing arm. Both the throttle wheel and the delay swing arm are mounted on a fixed shaft. The throttle wheel is connected to the second swing element, and the delay swing arm is connected to the third swing element. A first torsion spring is installed between the delay swing arm and the throttle wheel.

3. The linkage control structure for engine choke and throttle valve according to claim 2, characterized in that, The second swing member is connected to a rotary lever. The throttle rotary wheel is provided with a lever slot. The rotary lever passes through the lever slot and one end of the rotary lever is provided with a bend.

4. The linkage control structure for engine choke and throttle valve according to claim 2, characterized in that, A first limiting member is installed on the throttle wheel, and a protective housing is also installed on the fixed shaft. The protective housing includes a limiting plate facing the first limiting member, and the throttle wheel is located between the limiting plate and the second swing arm.

5. The linkage control structure for engine choke and throttle valve according to claim 4, characterized in that, The first limiting member is provided with an elastic buffer.

6. The linkage control structure for engine choke and throttle valve according to claim 5, characterized in that, The first torsion spring includes a first elastic part and a second elastic part. The first elastic part is coaxially arranged with the fixed shaft, and one end of the first elastic part is fixed on the delay swing arm. The second elastic part is the elastic buffer part, which is coaxially arranged with the first limiting member, and one end of the elastic buffer part is fixed on the throttle wheel.

7. The linkage control structure for engine choke and throttle valve according to claim 2, characterized in that, A second limiting member is also installed on the fixed shaft. The second limiting member is keyed to the fixed shaft. The second limiting member is provided with a limiting groove. The delay swing arm is provided with a limiting protrusion located in the limiting groove.

8. A linkage control structure for an engine choke and throttle valve according to any one of claims 1-7, characterized in that, The third swing member is provided with a second torsion spring, which is coaxially arranged with the third swing member. One end of the second torsion spring is fixed to the third swing member, and the other end is fixed to the engine housing.

9. The linkage control structure for an engine choke and throttle valve according to claim 8, characterized in that, The third swing member is also provided with a limiting part, and the engine housing is also provided with a limiting rod adapted to the limiting part.

10. The linkage control structure for an engine choke and throttle valve according to claim 9, characterized in that, The limiting rod is threadedly connected to the engine housing, and a button spring is installed on the limiting rod.

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