EP1092848B1 - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
- Publication number
- EP1092848B1 EP1092848B1 EP20000122164 EP00122164A EP1092848B1 EP 1092848 B1 EP1092848 B1 EP 1092848B1 EP 20000122164 EP20000122164 EP 20000122164 EP 00122164 A EP00122164 A EP 00122164A EP 1092848 B1 EP1092848 B1 EP 1092848B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- axis
- crankshaft
- cylinder
- piston
- internal combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 20
- 230000005484 gravity Effects 0.000 claims description 19
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 claims description 12
- 238000006073 displacement reaction Methods 0.000 claims description 7
- 239000000446 fuel Substances 0.000 claims description 6
- 229910052742 iron Inorganic materials 0.000 claims description 4
- 239000004411 aluminium Substances 0.000 claims description 3
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 3
- 229910052782 aluminium Inorganic materials 0.000 claims description 3
- 239000000463 material Substances 0.000 claims description 3
- 239000002828 fuel tank Substances 0.000 claims description 2
- 239000000956 alloy Substances 0.000 claims 1
- 229910045601 alloy Inorganic materials 0.000 claims 1
- 230000001939 inductive effect Effects 0.000 description 4
- 239000000498 cooling water Substances 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
- F02B61/045—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for marine engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F7/00—Casings, e.g. crankcases or frames
- F02F7/0002—Cylinder arrangements
- F02F7/0019—Cylinders and crankshaft not in one plane (deaxation)
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2201/00—Metals
- F05C2201/02—Light metals
- F05C2201/021—Aluminium
Definitions
- This invention relates to an internal combustion engine, in particular a reciprocating type of internal combustion engine according to the preamble part of independent claim 1.
- the above method has problems: Since the engine as a whole is displaced with respect to the drive shaft by the use of gears, the weight of the engine increases. Moreover, since the rotating direction of the engine is changed by the use of gears, the engine must be modified to cope with the reverse rotation as by providing gears also on the rotating components side. Furthermore, since the entire engine is displaced, the center of gravity is also displaced and the problem of vibration is aggravated.
- FIG. 1 is a side view of a four-stroke cycle engine in which the invention is embodied and which is installed in an outboard motor as an example.
- the outboard motor 1 is provided with a clamp bracket 3 removably attached to a rear part of a hull 2, a swivel bracket 6 supported for up and down swinging about a tilt shaft 5 on the clamp bracket 3, and a propulsion unit 7 supported for horizontal swiveling on the swivel bracket 6.
- the propulsion unit 7 has an upper case 9 supported for rotation with the swivel bracket 6, and a lower case 10 attached to the lower part of the upper case 9.
- the upper and lower cases 9 and 10 constitute a single casing as a whole.
- a propeller 11 is attached to the lower case 10.
- a bottom cowling 12 is attached to the top of the upper case 9.
- a top cowling 13 is removably attached to the bottom cowling 12.
- An engine 14 is mounted on the upper case 9.
- the engine 14 is, for example, of the single cylinder, overhead valve, four-stroke cycle type.
- An engine body comprises; a head cover 15, a cylinder head 16, a cylinder body 17, and a crankcase 19 serving also as an oil pan.
- a cylinder 20 and a piston 21 are disposed horizontally, and a crankshaft 22 is disposed vertically.
- the cylinder head 16 is provided with an intake valve 23, an exhaust valve 24, and an exhaust port 25.
- a recoil starter 26 is attached to the top of the crankshaft 22.
- the numeral 18 denotes a drive shaft connected to the crankshaft 22, and the numeral 27 denotes a fuel tank disposed in front of the cylinder body 17.
- FIG. 2(A) shows a cross section of the swivel bracket 6 and its vicinity in FIG. 1.
- FIG. 2(B) shows the cross section B-B in FIG. 2(A).
- An upper tube 8 for supporting the engine 14 is formed in tubular shape with an internal exhaust passage 8a. In the exhaust passage 8a are disposed; the drive shaft 18, a shift rod 62, and a cooling water pipe 61 in the vertical direction.
- An oil pan connecting portion 8b flaring like a dish is formed in the upper part of the upper tube 8.
- a small diameter tubular portion 8c is formed in the lower part of the upper tube 8.
- the swivel bracket 6 is formed in tubular shape and its inside circumference is formed with support flanges 6a extending horizontally in two, upper and lower positions.
- mounts 28 made of an elastic material such as rubber are disposed between the tubular portion 8c of the upper tube 8 and the support flanges 6a of the swivel bracket 6 in two, upper and lower positions.
- a full pivot type of outboard motor is constituted in which the upper tube 8 is supported for 360 degree rotation on the swivel bracket 6 through the mounts 28.
- a bush 28a is interposed between the upper tube 8 and the mounts 28.
- FIG. 3 is a cross-sectional view as seen in the direction of arrows X-X in FIG. 1. Incidentally, the same parts are provided with the same reference numerals and their explanations are sometimes omitted in the following description.
- the crankshaft 22 is provided with a crank pin 29 and counterweights 30.
- the crank pin 29 is connected through a connecting rod 31 to the piston 21.
- a camshaft 32 is disposed in the cylinder body 17 parallel to the crankshaft 22 so that the rotation of the crankshaft 22 is transmitted to the camshaft 32 through gears 33 and 34.
- a carburetor 43 and an ignition plug 44 is shown in the drawing.
- a valve drive chamber 35 is formed in the cylinder head 16 and the head cover 15.
- the exhaust valve 24 (also the intake valve 23) extends through the cylinder head 16 into the valve drive chamber 35 and comes into contact with one end of a rocker arm 39 through a valve spring 36 and a retainer 37.
- a lifter 40 is slidably disposed in the cylinder body 17. One end of the lifter 40 is in contact with a cam of the camshaft 32. The other end of the lifter 40 is in contact with the other end of the rocker arm 39 through a push rod 41.
- the plunger of a fuel pump 42 is also in contact with the cam of the camshaft 32.
- FIG. 4 shows a cross section of an essential part of FIG. 3 in a larger scale.
- One end of the connecting rod 31 is rotatably connected to the crank pin 29 using bolts 46.
- the other end of the connecting rod 31 is connected to the piston 21 through a piston pin 45.
- an axis L2 of the cylinder 20 is displaced by a distance D1 in the direction opposite the direction of the lateral component Fs of the thrust acting on the piston 21 with respect to a line L1 that is parallel to the cylinder 20 and passes the axis of the crankshaft 22.
- the axis of the piston pin 45 is displaced by a distance D2 in the direction of the lateral component of the thrust with respect to the axis L2 of the cylinder 20.
- the engine is made compact without increasing the weight and without changing the direction of rotation.
- the crankshaft 22 made of a heavy, iron-based material is not displaced, the amount of displacement of center of gravity is held small, so that the amount of vibration is held to a minimum.
- FIG. 4 shows the state of the piston 21 at the top dead center, with an axis P1 of the crankshaft 22, an axis P2 of the crank pin 29, and an axis P3 of the piston pin 45 aligned in that order on the line L3.
- the symbol G' denotes the center of gravity of a conventional counterweight 30'.
- a direction of the centrifugal force Fe' acting on the center of gravity G' of the counterweight 30' is deviated by an angle ⁇ from the line L1, or from a direction of a vibration inducing force Fv of the piston 21.
- unwanted vibration is induced.
- the shape of the counterweight 30 is changed so that the center of gravity of the counterweight falls on the position G on the line L1 and that the centrifugal force Fe acting on the center of gravity G is approximately in agreement with the direction opposite the vibration inducing force Fv.
- FIG. 5 shows the state of the piston 21 at the bottom dead center, with the axis P2 of the crank pin 29, the axis P1 of the crankshaft 22, and the axis P3 of the piston pin 45 aligned in that order on the line L3.
- the direction of the centrifugal force Fe' acting on the center of gravity G' of the counterweight 30' is deviated by an angle ⁇ from the line L1, or from the direction of the vibration inducing force Fv of the piston 21.
- unwanted vibration is induced.
- the shape of the counterweight 30 is changed so that the center of gravity of the counterweight falls on the position G on the line L1 and that the centrifugal force Fe acting on the center of gravity G is approximately in agreement with the direction opposite the vibration inducing force Fv.
- the amount of deviation, ⁇ or ⁇ , in the position of center of gravity undesirably varies depending on the position of the piston; at the top dead center or bottom dead center. Therefore, if an amount of the center of gravity deviation ⁇ from the line L3 is set to be 0 ⁇ ⁇ ⁇ ( ⁇ + ⁇ )/2 so that the center of gravity is as close as possible to the line L1 parallel to the cylinder, the amount of vibration may be held to a minimum.
- the deviation of the center of gravity may be made not only by changing the shape of the counterweight 30 but also by boring a hole in, or adding a weight to the counterweight 30.
- the invention is not limited to the embodiment but may be modified in various ways.
- the invention may also be applied to engines of vehicles.
- the engine used in the above embodiment is of a single cylinder four-stroke cycle type
- the engine may also be of a single cylinder two-stroke cycle type, or two cylinder four-stroke cycle type.
- the two cylinder two-stroke cycle engine and the four cylinder four-stroke cycle engine have the state in which pistons are at both the top and bottom dead centers in which different phases of vibration offset each other.
- the invention may be favorably employed in engines with a single cylinder, or two cylinder four-stroke cycle type in which piston vibration is a problem.
- the invention when employed in outboard motors used at high revolutions with a wide variation in revolution, is especially effective in holding down the amount of engine vibration.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Description
- This invention relates to an internal combustion engine, in particular a reciprocating type of internal combustion engine according to the preamble part of independent claim 1.
- In a conventionally known method of making the reciprocating type of internal combustion engine compact, as disclosed for example in JP-A-2-274691, the engine as a whole is displaced relative to the drive shaft to produce a space where various devices of the intake system, fuel supply system, and exhaust system are disposed on both sides of the engine body.
- However, the above method has problems: Since the engine as a whole is displaced with respect to the drive shaft by the use of gears, the weight of the engine increases. Moreover, since the rotating direction of the engine is changed by the use of gears, the engine must be modified to cope with the reverse rotation as by providing gears also on the rotating components side. Furthermore, since the entire engine is displaced, the center of gravity is also displaced and the problem of vibration is aggravated.
- From JP-A-02 149 731 an internal combustion engine as indicated above is known.
- Accordingly, it is an objective of the present invention to improve an internal combustion engine as indicated above so as to be capable of effectively preventing vibration of the engine.
- The objective is solve according to the present invention by an internal combustion engine having the features of the independent claim 1.
- Preferred embodiments are laid down in the further subclaims.
- Embodiments of the invention will be hereinafter described with reference to the appended drawings. Incidentally, the terms "the front" and "the rear" as used herein are respectively meant with respect to the advancing direction and the reverse direction of a boat.
- In the drawings:
- FIG. 1 is a side view of a four-stroke cycle engine in which the invention is embodied and which is mounted in an outboard motor as an example;
- FIG. 2(A) shows a cross section of the
swivel bracket 6 and its vicinity. FIG. 2(B) shows the cross section B-B in FIG. 2(A); - FIG. 3 is a cross-sectional view as seen in the direction of arrows X-X in FIG. 1;
- FIG. 4 shows a cross section of an essential part of FIG. 3 in a larger scale with the piston at the top dead center; and
- FIG. 5 shows a cross section of an essential part of FIG. 3 in a larger scale with the piston at the bottom dead center.
- FIG. 1 is a side view of a four-stroke cycle engine in which the invention is embodied and which is installed in an outboard motor as an example. The outboard motor 1 is provided with a
clamp bracket 3 removably attached to a rear part of a hull 2, aswivel bracket 6 supported for up and down swinging about atilt shaft 5 on theclamp bracket 3, and a propulsion unit 7 supported for horizontal swiveling on theswivel bracket 6. The propulsion unit 7 has anupper case 9 supported for rotation with theswivel bracket 6, and alower case 10 attached to the lower part of theupper case 9. The upper andlower cases propeller 11 is attached to thelower case 10. A bottom cowling 12 is attached to the top of theupper case 9. Atop cowling 13 is removably attached to the bottom cowling 12. - An
engine 14 is mounted on theupper case 9. Theengine 14 is, for example, of the single cylinder, overhead valve, four-stroke cycle type. An engine body comprises; ahead cover 15, acylinder head 16, acylinder body 17, and acrankcase 19 serving also as an oil pan. Acylinder 20 and apiston 21 are disposed horizontally, and acrankshaft 22 is disposed vertically. Thecylinder head 16 is provided with anintake valve 23, anexhaust valve 24, and anexhaust port 25. Arecoil starter 26 is attached to the top of thecrankshaft 22. Thenumeral 18 denotes a drive shaft connected to thecrankshaft 22, and thenumeral 27 denotes a fuel tank disposed in front of thecylinder body 17. - FIG. 2(A) shows a cross section of the
swivel bracket 6 and its vicinity in FIG. 1. FIG. 2(B) shows the cross section B-B in FIG. 2(A). An upper tube 8 for supporting theengine 14 is formed in tubular shape with aninternal exhaust passage 8a. In theexhaust passage 8a are disposed; thedrive shaft 18, ashift rod 62, and acooling water pipe 61 in the vertical direction. An oilpan connecting portion 8b flaring like a dish is formed in the upper part of the upper tube 8. A small diametertubular portion 8c is formed in the lower part of the upper tube 8. Theswivel bracket 6 is formed in tubular shape and its inside circumference is formed withsupport flanges 6a extending horizontally in two, upper and lower positions. When theswivel bracket 6 is installed around the upper tube 8,mounts 28 made of an elastic material such as rubber are disposed between thetubular portion 8c of the upper tube 8 and thesupport flanges 6a of theswivel bracket 6 in two, upper and lower positions. In this way, a full pivot type of outboard motor is constituted in which the upper tube 8 is supported for 360 degree rotation on theswivel bracket 6 through themounts 28. Incidentally, abush 28a is interposed between the upper tube 8 and themounts 28. - FIG. 3 is a cross-sectional view as seen in the direction of arrows X-X in FIG. 1. Incidentally, the same parts are provided with the same reference numerals and their explanations are sometimes omitted in the following description. The
crankshaft 22 is provided with acrank pin 29 andcounterweights 30. Thecrank pin 29 is connected through a connectingrod 31 to thepiston 21. Acamshaft 32 is disposed in thecylinder body 17 parallel to thecrankshaft 22 so that the rotation of thecrankshaft 22 is transmitted to thecamshaft 32 throughgears 33 and 34. In the drawing is shown acarburetor 43 and anignition plug 44. - A
valve drive chamber 35 is formed in thecylinder head 16 and thehead cover 15. The exhaust valve 24 (also the intake valve 23) extends through thecylinder head 16 into thevalve drive chamber 35 and comes into contact with one end of arocker arm 39 through avalve spring 36 and aretainer 37. Alifter 40 is slidably disposed in thecylinder body 17. One end of thelifter 40 is in contact with a cam of thecamshaft 32. The other end of thelifter 40 is in contact with the other end of therocker arm 39 through a push rod 41. The plunger of afuel pump 42 is also in contact with the cam of thecamshaft 32. With the above constitution, when thecamshaft 32 rotates, thelifter 40 and the push rod 41 slide to rock therocker arm 39, and to drive theintake valve 23 and theexhaust valve 24 to be opened and closed against thevalve spring 36, and thefuel pump 42 is driven. - Next will be described the features of this invention in reference to FIG. 4. FIG. 4 shows a cross section of an essential part of FIG. 3 in a larger scale. One end of the connecting
rod 31 is rotatably connected to thecrank pin 29 usingbolts 46. The other end of the connectingrod 31 is connected to thepiston 21 through apiston pin 45. When thepiston 21 is thrust down to rotate thecrankshaft 22 in the direction of the arrow R as shown, a lateral component Fs of the thrust exists (the direction of the lateral component is hereinafter simply referred to as the thrust direction). As a result, operation efficiency is lowered and durability becomes poor. - Therefore, in this embodiment, an axis L2 of the
cylinder 20 is displaced by a distance D1 in the direction opposite the direction of the lateral component Fs of the thrust acting on thepiston 21 with respect to a line L1 that is parallel to thecylinder 20 and passes the axis of thecrankshaft 22. Also, the axis of thepiston pin 45 is displaced by a distance D2 in the direction of the lateral component of the thrust with respect to the axis L2 of thecylinder 20. In this way, the moment acting on thepiston pin 45 is reduced, operation efficiency and durability are improved, and slap noise is reduced. This arrangement also makes it possible as shown in FIG. 3 to displace thecylinder 20 and thecylinder head 16 toward the right to produce a space where engine components such as thecamshaft 32, thefuel pump 42, and thecarburetor 43 are disposed. Thus, the engine is made compact without increasing the weight and without changing the direction of rotation. Moreover, since thecrankshaft 22 made of a heavy, iron-based material is not displaced, the amount of displacement of center of gravity is held small, so that the amount of vibration is held to a minimum. - FIG. 4 shows the state of the
piston 21 at the top dead center, with an axis P1 of thecrankshaft 22, an axis P2 of thecrank pin 29, and an axis P3 of thepiston pin 45 aligned in that order on the line L3. The symbol G' denotes the center of gravity of a conventional counterweight 30'. At this time, a direction of the centrifugal force Fe' acting on the center of gravity G' of the counterweight 30' is deviated by an angle α from the line L1, or from a direction of a vibration inducing force Fv of thepiston 21. As a result, unwanted vibration is induced. To cope with this, the shape of thecounterweight 30 is changed so that the center of gravity of the counterweight falls on the position G on the line L1 and that the centrifugal force Fe acting on the center of gravity G is approximately in agreement with the direction opposite the vibration inducing force Fv. - FIG. 5 shows the state of the
piston 21 at the bottom dead center, with the axis P2 of thecrank pin 29, the axis P1 of thecrankshaft 22, and the axis P3 of thepiston pin 45 aligned in that order on the line L3. At this time, the direction of the centrifugal force Fe' acting on the center of gravity G' of the counterweight 30' is deviated by an angle β from the line L1, or from the direction of the vibration inducing force Fv of thepiston 21. As a result, unwanted vibration is induced. To cope with this, the shape of thecounterweight 30 is changed so that the center of gravity of the counterweight falls on the position G on the line L1 and that the centrifugal force Fe acting on the center of gravity G is approximately in agreement with the direction opposite the vibration inducing force Fv. - As described above, the amount of deviation, α or β, in the position of center of gravity undesirably varies depending on the position of the piston; at the top dead center or bottom dead center. Therefore, if an amount of the center of gravity deviation γ from the line L3 is set to be 0 < γ ≤ (α + β)/2 so that the center of gravity is as close as possible to the line L1 parallel to the cylinder, the amount of vibration may be held to a minimum. Incidentally, the deviation of the center of gravity may be made not only by changing the shape of the
counterweight 30 but also by boring a hole in, or adding a weight to thecounterweight 30. - As shown in Figures 4 and 5 providing the
counterweight 30 with a longitudinal recess (hole) being designed symmetrically to the line L3 when the piston is in either one of its top and bottom dead center positions is most suitable for performing the deviation of the center of gravity G. - While the invention is described above by way of an embodiment, the invention is not limited to the embodiment but may be modified in various ways. For example, while the above embodiment uses the outboard motor as the subject of applying the invention, the invention may also be applied to engines of vehicles. Moreover, while the engine used in the above embodiment is of a single cylinder four-stroke cycle type, the engine may also be of a single cylinder two-stroke cycle type, or two cylinder four-stroke cycle type. For, the two cylinder two-stroke cycle engine and the four cylinder four-stroke cycle engine have the state in which pistons are at both the top and bottom dead centers in which different phases of vibration offset each other.
- As is clear from the above description, with the invention it is possible to weaken the lateral component of the thrust acting on the piston, improve operation efficiency and durability, and make the engine compact without increasing the weight and without changing the direction of revolution. Moreover, since the crankshaft made of an iron-based material and so having a heavy weight need not be displaced, the amount of displacing the center of gravity is reduced. Displacing the center of gravity of the counterweight reduces the amount of engine vibration to a minimum and the lateral thrust acting on the cylinder. This makes it possible to disuse an iron sleeve, to use an aluminium cylinder, and so reduce cost and weight.
- The invention may be favorably employed in engines with a single cylinder, or two cylinder four-stroke cycle type in which piston vibration is a problem.
- The invention, when employed in outboard motors used at high revolutions with a wide variation in revolution, is especially effective in holding down the amount of engine vibration.
Claims (13)
- Internal combustion engine (14), in particular four-stroke cycle engine, comprising at least one cylinder (20) formed in an engine body, a piston (21) slidingly disposed in said cylinder (20), a crankshaft (22) connected to the piston (21) through a connecting rod (31), and a counterweight (30) associated to the crankshaft (22), wherein a cylinder axis (L2) of the cylinder (20) is displaced laterally offset with respect to a parallel line (L1) intersecting an axis (P1) of the crankshaft (22), characterized in that a center of gravity (G) of the counterweight (30) is positioned, removed from an extension of a line joining the axis of the crankshaft (P1) with the axis of the crank pin (P2), on or close to said parallel line (L1) intersecting the axis (P1) of the crankshaft (22) when the piston (21) is in one of its top or bottom dead center positions, wherein the position of the center of gravity (G), when the piston (21) assumes its top or bottom dead center positions, is adjusted by adapting the counterweight (30) in shape, providing a recess therein or adding a weight thereto.
- Internal combustion engine according to claim 1, characterized in that the cylinder axis (L2) is displaced in a direction opposite to a direction of a lateral component of a thrust (F) acting on the piston (21) relative to said line (L1) extending in parallel to the cylinder axis (L2) and intersecting the axis (P1) of the crankshaft (22).
- Internal combustion engine according to claim 1 or 2, characterized by a line (L3) interconnecting an axis (P2) of a crank pin (29), which is rotatably connected to one end of the connecting rod (31), the other end of which is connected to the piston (21) through a piston pin (45), the axis (P1) of the crankshaft (22) and an axis (P3) of the piston pin (45), when said piston (21) is in either one of a top or bottom dead center position, and defining an angle (α, β) with the line (L1) intersecting the axis (P1) of the crankshaft (22) and extending in parallel to the cylinder axis (L2).
- Internal combustion engine according to claim 3, characterized in that an amount of displacement γ of the center of gravity (G) relative to the line (L3) interconnecting the axis (P2) of the crank pin (29), the axis (P1) of the crankshaft (22) and the axis (P3) of the piston pin (45) is set to be
wherein α is assumed to be the angle between the line (L3) connecting the axes (P2,P1,P3) of the crank pin (29), the crankshaft (22) and the piston pin (45) and the line (L1) extending in parallel to the cylinder axis (L2) and intersecting the axis (P1) of the crankshaft (22), when the piston (21) is at its top dead center position while β is assumed to define the same geometrical relationship between the afore-indicated lines (L3,L1) when the piston (21) is in its bottom dead center position. - Internal combustion engine according to at least one of the preceding claims 1 to 4, characterized in that an axis (P3) of a piston pin (45) is displaced by a distance (D2) in the direction of a lateral component of a thrust (F) with respect to the axis (L2) of the cylinder (20).
- Internal combustion engine according to at least one of the preceding claims 1 to 5, characterized in that engine components, in particular a camshaft (32), a fuel pump (42), and a carburetor (43) are disposed in an area of a side surface of the engine (14) that is opposite to a direction of displacement of the cylinder axis (L2).
- Internal combustion engine according to one of the preceding claims 1 to 6, characterized in that some engine components, in particular a carburetor (43) and a fuel tank (27), are disposed in an area of a side surface of the engine (14) that is opposite to a direction of displacement of the cylinder axis (L2), some of the engine components such as the camshaft (32) are disposed in an area on a side surface of the engine (14) that complies with the displacement direction of the cylinder axis (L2) with respect to the line (L1) extending in parallel and intersecting the axis of the crankshaft (22) and some of the engine components, in particular the fuel pump (42) are disposed outside of a cylinder block body (17) of the engine (14).
- Internal combustion engine according to at least one of the preceding claims 1 to 7, characterized in that the engine (14) forms part of an outboard motor and the crankshaft (22) is disposed substantially vertically.
- Internal combustion engine according to at least one of the preceding claims 1 to 8, characterized in that mounts (28) are provided to support the engine (14), said mounts (28) having a variable wall thickness such that the wall thickness of parts of each of the mounts (28) on the side opposite to the displacement direction of the cylinder axis (L2) is increased compared to the side extending towards the direction of displacement of the cylinder axis (L2).
- Internal combustion engine according to at least one of the preceding claims 1 to 9, characterized in that a valve drive chamber (35) is formed in a cylinder head (16) and a head cover (15) of the engine (14) wherein valves (23,24) are driven via a rocker arm mechanism (39) and a lifter (40), said lifter (40) being in contact with an end of the rocker arm (39) through a push rod (41) and, on the other hand, being slidably disposed in the cylinder body (17), is operated by a cam of the camshaft (32) which is in contact with said end of the lifter (40).
- Internal combustion engine according to at least one of the preceding claims 1 to 10, characterized in that the camshaft (42) is driven from the crankshaft (22) by means of gears (33,34) being in mesh with each other.
- Internal combustion engine according to at least one of the preceding claims 1 to 11, characterized in that the crankshaft (22) is made of iron-based material while the cylinder (20) can be made of an aluminium based alloy including aluminium.
- Internal combustion engine according to at least one of the preceding claims 1 to 12, characterized in that the engine (14) is of the four-stroke cycle type with one or two cylinders (20).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28903099 | 1999-10-12 | ||
JP28903099 | 1999-10-12 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1092848A2 EP1092848A2 (en) | 2001-04-18 |
EP1092848A3 EP1092848A3 (en) | 2002-04-17 |
EP1092848B1 true EP1092848B1 (en) | 2006-12-13 |
Family
ID=17737928
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20000122164 Expired - Lifetime EP1092848B1 (en) | 1999-10-12 | 2000-10-12 | Internal combustion engine |
Country Status (1)
Country | Link |
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EP (1) | EP1092848B1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102575580A (en) * | 2009-09-01 | 2012-07-11 | 富世华智诺株式会社 | Two-cycle engine |
US10865734B2 (en) | 2017-12-06 | 2020-12-15 | Ai Alpine Us Bidco Inc | Piston assembly with offset tight land profile |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2726459B2 (en) * | 1988-12-01 | 1998-03-11 | ヤマハ発動機株式会社 | Piston / crank mechanism |
US5049100A (en) * | 1989-04-17 | 1991-09-17 | Honda Giken Kogyo Kabushiki Kaisha | Outboard engine unit |
JP2883626B2 (en) | 1989-04-17 | 1999-04-19 | 本田技研工業株式会社 | Drive shaft offset type outboard motor |
US5443044A (en) * | 1994-04-29 | 1995-08-22 | Outboard Marine Corporation | Outboard motor with four stroke engine |
JP3583254B2 (en) * | 1997-02-28 | 2004-11-04 | 川崎重工業株式会社 | Small planing boat |
JP3950204B2 (en) * | 1997-09-12 | 2007-07-25 | 本田技研工業株式会社 | Outboard motor with air-cooled engine |
-
2000
- 2000-10-12 EP EP20000122164 patent/EP1092848B1/en not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102575580A (en) * | 2009-09-01 | 2012-07-11 | 富世华智诺株式会社 | Two-cycle engine |
US10865734B2 (en) | 2017-12-06 | 2020-12-15 | Ai Alpine Us Bidco Inc | Piston assembly with offset tight land profile |
Also Published As
Publication number | Publication date |
---|---|
EP1092848A2 (en) | 2001-04-18 |
EP1092848A3 (en) | 2002-04-17 |
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