A stable engine idle structure
Patent Information
- Application Number
- CN202522386355.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-11
- Publication Date
- 2026-10-09
- Estimated Expiration
- 2035-11-11
AI Technical Summary
[0004]然而，在单缸柴油机处于怠速工况，即调速拉杆处于最小偏转角度时，此时柴油机本身的燃烧过程呈间歇性，加之单缸机固有的不平衡性，会导致其产生显著且周期性强烈的振动，此时，刚度较大的单弹簧其力值对微小的形变极其敏感，柴油机的剧烈振动会导致调速拉杆产生细微的窜动，进而引起刚度较大的单弹簧的压缩量发生高频、微小的变化，这种微小的形变会直接导致弹簧回复力发生显著波动，从而破坏了油门拉杆的力平衡，使得油门开度无法稳定，最终表现为柴油机怠速转速波动大、运转不平稳、甚至容易熄火
[0013]本实用新型的有益效果是，本稳定发动机怠速结构通过设置有油门控制机构以及调节机构，在单缸柴油机处于中、高功率运行时，通过油门控制弹簧来控制调速杠杆进而控制油门的开度来满足单缸柴油机的工作需要，当单缸柴油机处于怠速状态时，通过采用线径更小、有效圈数更大的调节弹簧来代替油门控制弹簧拉动调速拉杆，避免单缸柴油机因怠速时产生的震动导致油门控制弹簧的回复力发生波动最终导致熄火。
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Figure CN224835184U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of single-cylinder diesel engine technology, specifically relating to a structure for stabilizing engine idling speed. Background Technology
[0002] Single-cylinder diesel engines are widely used in agricultural machinery, small construction machinery, and small generator sets due to their simple structure, durability, and low price. Their operating power is mainly controlled by the throttle. The throttle deflects the speed control lever, which in turn deflects the speed control lever, thus changing the fuel injection pump's fuel supply.
[0003] Currently, most single-cylinder diesel engines on the market use a single spring to control the throttle. The preload of a spring with a relatively thick wire diameter and high stiffness balances the thrust of the governor or control lever, thus stabilizing the throttle lever position and maintaining the engine at the target speed. This single-spring design performs reasonably well under medium to high load conditions (i.e., higher output power). At these conditions, the engine runs relatively smoothly with minimal vibration, and the spring's high stiffness provides sufficient restoring force to overcome external interference, thus maintaining good throttle position stability and ensuring smooth power output.
[0004] However, when a single-cylinder diesel engine is idling, i.e., when the speed control lever is at its minimum deflection angle, the combustion process of the diesel engine itself is intermittent. Coupled with the inherent imbalance of a single-cylinder engine, this will cause it to produce significant and periodic strong vibrations. At this time, the force value of the relatively stiff single spring is extremely sensitive to small deformations. The violent vibration of the diesel engine will cause the speed control lever to produce slight swaying, which in turn causes high-frequency and small changes in the compression of the relatively stiff single spring. This small deformation will directly cause significant fluctuations in the spring's restoring force, thereby disrupting the force balance of the throttle lever, making the throttle opening unstable. Ultimately, this manifests as large fluctuations in the diesel engine's idle speed, unstable operation, and even easy stalling.
[0005] Therefore, a structure for stabilizing engine idling speed is designed to solve the technical problem in the prior art where a single spring with high stiffness cannot stabilize the throttle opening due to the vibration of the single-cylinder diesel engine when it is idling, thus leading to engine stalling.
[0006] It should be noted that the information disclosed in this background section is only for understanding the background technology of the present application concept, and therefore, the above description is not considered to constitute prior art information. Utility Model Content
[0007] This disclosure provides at least one structure for stabilizing engine idling speed.
[0008] In a first aspect, embodiments of this disclosure provide a structure for stabilizing engine idling speed, including: Organism; Both the speed regulating lever and the speed regulating rod are connected to the machine body by bearings; The throttle control mechanism includes a throttle control spring disposed between the speed regulating lever and the speed regulating rod; wherein The speed control lever is adapted to deflect by pulling the speed control lever via a throttle control spring when rotating about its bearing connection with the machine body; An adjustment mechanism is provided on the body; The adjusting spring in the adjusting mechanism is connected to the speed regulating lever; The wire diameter of the throttle control spring is larger than that of the adjusting spring, and the effective number of turns of the throttle control spring is smaller than that of the adjusting spring; wherein The adjusting spring is adapted to provide a pulling force on the speed control lever such that it is greater than the pulling force applied by the throttle control spring when the speed control lever is at its minimum deflection angle.
[0009] In one alternative embodiment, a connector is provided at the top of the speed regulating lever; The throttle control bolt slides through the connector; wherein One end of the throttle control spring is connected to the throttle control bolt, and the other end is connected to the speed regulating lever; and A throttle control nut is provided on the outer wall of the end of the throttle control bolt away from the throttle control spring.
[0010] In one optional implementation, the adjustment mechanism includes: Auxiliary adjustment components are provided on the machine body; The auxiliary adjusting bolt slides through the auxiliary adjusting component; wherein One end of the adjusting spring is connected to the auxiliary adjusting bolt, and the other end is connected to the speed regulating lever; An auxiliary adjusting nut is threadedly engaged with the auxiliary adjusting bolt, and the auxiliary adjusting nut abuts against the end face of the auxiliary adjusting member away from the adjusting spring.
[0011] In one optional embodiment, the throttle control spring has a wire diameter of approximately 3 mm; and The effective number of turns of the throttle control spring is approximately 21.
[0012] In one optional embodiment, the wire diameter of the adjusting spring is approximately 1 mm; and The effective number of turns of the adjusting spring is approximately 32.
[0013] The beneficial effects of this utility model are that, by setting up a throttle control mechanism and an adjustment mechanism, the throttle control spring controls the speed regulating lever and thus the throttle opening to meet the working needs of the single-cylinder diesel engine when the single-cylinder diesel engine is running at medium or high power. When the single-cylinder diesel engine is idling, an adjustment spring with a smaller wire diameter and a larger number of effective turns is used to pull the speed regulating lever instead of the throttle control spring, so as to avoid the vibration generated by the single-cylinder diesel engine at idle speed causing the restoring force of the throttle control spring to fluctuate and eventually cause the engine to stall.
[0014] Other features and advantages of this invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objectives and other advantages of this invention are realized and obtained through the structures particularly pointed out in the description and the accompanying drawings.
[0015] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, preferred embodiments are described in detail below with reference to the accompanying drawings. Attached Figure Description
[0016] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0017] Figure 1 A cross-sectional view of the overall internal portion provided in an embodiment of this disclosure; Figure 2 This is an overall internal first-view sectional view provided for an embodiment of the present disclosure; Figure 3 This is a second-view sectional view of the overall interior provided for an embodiment of this disclosure.
[0018] In the picture: 1. Main body; 10. Speed control lever; 11. Speed control rod; 110. Connecting parts; 2. Adjustment mechanism; 20. Adjustment spring; 21. Auxiliary adjustment component; 22. Auxiliary adjusting nut; 23. Auxiliary adjusting bolt; 3. Throttle control mechanism; 30. Throttle control nut; 31. Throttle control bolt; 32. Throttle control spring. Detailed Implementation
[0019] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.
[0020] In this document, when it is mentioned that a first component is located on a second component, this can mean that the first component can be directly formed on the second component, or that a third component can be inserted between the first and second components. Furthermore, in the accompanying drawings, the thickness of the components may be exaggerated or reduced for the purpose of effectively describing the technical content.
[0021] In this document, when an element or layer is referred to as “located,” “joined to,” “connected to,” “attached to,” or “coupled to” another element or layer, it may be directly located, joined, connected, attached to, or coupled to the other element or layer, or there may be intermediate elements or layers present. Conversely, when an element is referred to as “directly on another element or layer,” “directly joined to,” “directly connected to,” “directly attached to,” or “directly coupled to” another element or layer, there may be no intermediate elements or layers present. Other terms used to describe relationships between elements should be interpreted in a similar manner (e.g., “between” versus “directly between,” “adjacent” versus “directly adjacent,” etc.). As used herein, the term “and / or” includes any and all combinations of one or more of the related listed items.
[0022] In this document, exemplary embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings. As used herein, expressions such as “at least one of…” modify the entire list of elements when following a list of elements, rather than individual elements in the list. For example, the expression “at least one of a, b, and c” should be understood to include only a, only b, only c, both a and b, both a and c, both b and c, or all of a, b, and c.
[0023] The terminology used herein is for the purpose of describing specific exemplary configurations only and is not intended to be limiting. As used herein, the singular articles “a,” “an,” and “the” may also be intended to include plural forms unless otherwise clearly stated herein. The terms “comprising,” “including,” and “having” are inclusive and thus specify the presence of features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein should not be construed as requiring them to be performed in the specific order discussed or shown, unless specifically identified as such. Additional or alternative steps may be employed.
[0024] As used herein, the phrases “in one embodiment,” “according to one embodiment,” “in some embodiments,” etc., generally refer to the fact that a particular feature, structure, or characteristic following the phrase can be included in at least one embodiment of this disclosure. Therefore, a particular feature, structure, or characteristic can be included in more than one embodiment of this disclosure, such that these phrases do not necessarily refer to the same embodiment. As used herein, the terms “example,” “exemplary,” etc., are used to “serve as an example, instance, or illustration.” Any implementation, aspect, or design described herein as “example” or “exemplary” is not necessarily to be construed as preferred or superior to other implementations, aspects, or designs. Rather, the use of the terms “example,” “exemplary,” etc., is intended to present concepts in a specific manner.
[0025] Research has revealed that when a single-cylinder diesel engine is idling, i.e., when the speed control lever is at its minimum deflection angle, the combustion process of the diesel engine is intermittent. Coupled with the inherent imbalance of a single-cylinder engine, this leads to significant and periodic, strong vibrations. At this time, the force value of the relatively stiff single spring is extremely sensitive to minute deformations. The severe vibration of the diesel engine causes the throttle lever to make slight swerving movements, which in turn causes high-frequency, minute changes in the compression of the relatively stiff single spring. This minute deformation directly leads to significant fluctuations in the spring's restoring force, thereby disrupting the force balance of the throttle lever. This results in an unstable throttle opening, ultimately manifesting as large fluctuations in the diesel engine's idle speed, unstable operation, and even easy stalling.
[0026] Based on the above research, this disclosure provides a structure for stabilizing engine idling speed. By setting up a throttle control mechanism and an adjustment mechanism, when the single-cylinder diesel engine is running at medium or high power, the throttle control spring controls the speed regulating lever and thus controls the throttle opening to meet the working needs of the single-cylinder diesel engine. When the single-cylinder diesel engine is idling, an adjustment spring with a smaller wire diameter and a larger effective number of turns is used to replace the throttle control spring to pull the speed regulating lever, so as to avoid the vibration generated by the single-cylinder diesel engine at idle speed causing fluctuations in the restoring force of the throttle control spring, which may eventually lead to engine stalling.
[0027] The shortcomings of the above solutions are the result of the inventor's practical experience and careful research. Therefore, the discovery process of the above problems and the solutions proposed in this disclosure should be considered as the inventor's contribution to this disclosure.
[0028] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.
[0029] The following detailed description, with reference to the accompanying drawings, describes some embodiments of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.
[0030] In some embodiments, such as Figure 1 and Figure 2 As shown, during normal operation of the single-cylinder diesel engine, the operator controls the throttle pedal (not shown in the figure) to drive the speed control lever 11. At this time, the speed control lever 11 deflects around its bearing connection with the engine body 1, thereby causing the connecting piece 110 fixed on the speed control lever 11 to deflect. As shown in the figure, the throttle control spring 32 is connected to the connecting piece 110 through the throttle control bolt 31 and the throttle control nut 30. During the deflection of the connecting piece 110, the throttle control bolt 31 pulls the throttle control spring 32, thereby pulling the speed control lever 10 connected to the throttle control spring 32, causing the speed control lever 10 to deflect around its bearing connection with the engine body 1. The opening of the throttle (not shown in the figure) is controlled by the deflection angle of the speed control lever 10, so that the single-cylinder diesel engine can operate normally.
[0031] In some embodiments, such as Figure 2 and Figure 3 As shown, when the single-cylinder diesel engine is idling, the deflection angle of the speed regulating lever 11 is at its minimum. To prevent significant fluctuations in the spring return force of the throttle control spring 32 caused by the vibration of the single-cylinder diesel engine, which could lead to large fluctuations in the idle speed and even stalling, the operator rotates the auxiliary adjusting nut 22. Preferably, two auxiliary adjusting nuts 22 are provided, one on each side of the auxiliary adjusting member 21. By rotating the auxiliary adjusting nut 22, the auxiliary adjusting bolt 23, which is threaded with it, moves along the axis of the auxiliary adjusting bolt 23. This pulls the adjusting spring 20, causing it to tighten. The adjusting spring 20 then replaces the throttle control spring 32 to pull the speed regulating lever. Because the wire diameter of the adjusting spring 20 is smaller than that of the throttle control spring 32 and the effective number of turns of the adjusting spring 20 is greater than that of the throttle control spring 32, the adjusting spring 20 is "softer" than the throttle control spring 32. The severe vibration at idle speed of a single-cylinder diesel engine will be converted into high-frequency, slight surging of the speed control lever. For the "stiffer" throttle control spring 32, these slight surging will cause significant fluctuations in its restoring force, thereby disrupting the balance and causing the single-cylinder diesel engine to stall. However, the "softer" adjusting spring 20 produces less fluctuation in the restoring force when subjected to the same vibration force, which greatly reduces the interference of vibration on the speed control lever 10 and the throttle controlled by the speed control lever 10, and plays a "filtering" and "buffering" role, thereby stabilizing the speed.
[0032] In the description of the embodiments of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.
[0033] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence unless expressly indicated herein. Therefore, without departing from the teachings of the exemplary embodiments, the first element, component, region, layer, or segment discussed above may be referred to as the second element, component, region, layer, or segment.
[0034] Spatially relative terms, such as “inside,” “outside,” “below,” “below,” “down,” “above,” “up,” etc., may be used herein to describe the relationship between one element or feature illustrated in the figures and another element or feature. In addition to the orientations depicted in the figures, spatially relative terms may be intended to cover different orientations of the device in use or operation. For example, if the device in the figure is flipped, an element described as “below” or “below” other elements or features would be oriented as “above” other elements or features. Thus, the example term “below” can cover both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or in other orientations), and the spatially relative descriptors used herein are interpreted accordingly.
[0035] In the above discussion, unless otherwise stated, when used to describe numerical values, the terms “about,” “approximately,” “basically,” etc., indicate a change of + / - 10% in that value.
[0036] Based on the above-described preferred embodiments of this utility model, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the technical concept of this utility model. The technical scope of this utility model is not limited to the contents of the specification, but must be determined according to the scope of the claims.
Claims
1. A structure for stabilizing engine idling speed, characterized in that, include: Body (1); The speed regulating lever (10) and the speed regulating rod (11) are both connected to the machine body (1) by bearings; The throttle control mechanism (3) includes a throttle control spring (32) disposed between the speed regulating lever (10) and the speed regulating rod (11); wherein The speed control lever (11) is adapted to deflect the speed control lever (10) by pulling the throttle control spring (32) when rotating about the bearing connection between it and the body (1); An adjustment mechanism (2) is provided on the body (1); The adjusting spring (20) in the adjusting mechanism (2) is connected to the speed regulating lever (10); The wire diameter of the throttle control spring (32) is larger than that of the adjusting spring (20), and the effective number of turns of the throttle control spring (32) is smaller than that of the adjusting spring (20); wherein The adjusting spring (20) is adapted to provide a pulling force on the speed control lever (10) such that it is greater than the pulling force applied by the throttle control spring (32) when the speed control lever (11) is at its minimum deflection angle.
2. The engine idling speed stabilization structure as described in claim 1, characterized in that, The top end of the speed regulating lever (11) is provided with a connector (110). Throttle control bolt (31) slides through the connector (110); wherein One end of the throttle control spring (32) is connected to the throttle control bolt (31), and the other end is connected to the speed regulating lever (10); and A throttle control nut (30) is provided on the outer wall of the end of the throttle control bolt (31) away from the throttle control spring (32).
3. The engine idling speed stabilization structure as described in claim 2, characterized in that, The adjustment mechanism (2) includes: An auxiliary adjustment component (21) is provided on the body (1); The auxiliary adjusting bolt (23) slides through the auxiliary adjusting member (21); wherein One end of the adjusting spring (20) is connected to the auxiliary adjusting bolt (23), and the other end is connected to the speed regulating lever (10); The auxiliary adjusting nut (22) is threadedly engaged with the auxiliary adjusting bolt (23), and the auxiliary adjusting nut (22) abuts against the end face of the auxiliary adjusting member (21) away from the adjusting spring (20).
4. The engine idling speed stabilization structure as described in claim 3, characterized in that, The wire diameter of the throttle control spring (32) is approximately 3 mm; and The effective number of turns of the throttle control spring (32) is approximately 21.
5. The engine idling speed stabilization structure as described in claim 4, characterized in that, The wire diameter of the adjusting spring (20) is approximately 1 mm; and The effective number of turns of the adjusting spring (20) is approximately 32.