JPH0138167B2 - - Google Patents
Info
- Publication number
- JPH0138167B2 JPH0138167B2 JP12220083A JP12220083A JPH0138167B2 JP H0138167 B2 JPH0138167 B2 JP H0138167B2 JP 12220083 A JP12220083 A JP 12220083A JP 12220083 A JP12220083 A JP 12220083A JP H0138167 B2 JPH0138167 B2 JP H0138167B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- camshaft
- intake
- exhaust
- cam
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims description 15
- 230000005540 biological transmission Effects 0.000 description 4
- 239000000446 fuel Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Classifications
-
- 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
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- 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
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- 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
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明は、シリンダの軸線に略沿つて点火栓
を、またこの点火栓を囲み、且つ前記軸線を含む
平面を挾むように少なくとも各一対の吸気弁及び
排気弁をそれぞれ配設した内燃機関のO.H.C型動
弁装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention provides an ignition plug extending approximately along the axis of a cylinder, and at least a pair of intake valves and an exhaust valve surrounding the ignition plug and sandwiching a plane including the axis. This paper relates to an OHC type valve train for an internal combustion engine.
かかる内燃機関のO.H.C.型動弁装置として、
吸、排気弁にそれぞれ近接して吸気用及び排気用
の二本のカム軸を配設したものが実用化されてい
るが、こうしたものでは、カム軸に干渉されずに
点火栓をシリンダ軸線に配置できて良好な燃焼状
態が得られ、各複数本の吸、排気弁の採用と相俟
つて高速、高出力性能を発揮させることができる
が、その反面二本のカム軸のために多数の軸受を
設置しなければならないことから動力の摩擦損失
が比較的多く、燃費の面では不利であり、また両
カム軸が高価である上、これらをクランク軸に連
動させる調時伝動装置も複雑化するためコストア
ツプは避けられず、さらに各カム軸が相当の重量
物であるから機関重量の増加も免れない。 As an OHC type valve train for such an internal combustion engine,
In practical use, two camshafts, one for intake and one for exhaust, are placed close to the intake and exhaust valves, respectively, but with these camshafts, the spark plug can be aligned with the cylinder axis without interference from the camshafts. The camshafts can be arranged to achieve good combustion conditions, and together with the use of multiple intake and exhaust valves, it is possible to achieve high speed and high output performance. Because bearings must be installed, there is a relatively large frictional loss of power, which is disadvantageous in terms of fuel efficiency.Also, both camshafts are expensive, and the timing transmission that links them to the crankshaft is also complicated. Therefore, an increase in costs is unavoidable, and since each camshaft is considerably heavy, an increase in the weight of the engine is also inevitable.
そこで本発明は、使用するカム軸を単に一本と
するも各複数本の吸、排気弁を確実に開閉駆動す
ることができ、しかもそのカム軸に邪魔されるこ
となく点火栓のシリンダ軸線近傍への配置を可能
にして、本来の高速、高出力性能を維持しつつ従
来の欠点を解消し得る前記O.H.C.型動弁装置を
提供することを目的とする。 Therefore, the present invention is capable of reliably opening and closing a plurality of intake and exhaust valves even though only one camshaft is used, and in addition, it is possible to reliably open and close a plurality of intake and exhaust valves in the vicinity of the cylinder axis of the spark plug without being obstructed by the camshaft. It is an object of the present invention to provide an OHC type valve operating system that can be installed in the OHC type valve train and eliminate the conventional drawbacks while maintaining the original high speed and high output performance.
以下、図面により本発明の一実施例について説
明すると、第１図に示す内燃機関はＶ型多気筒機
関であり、したがつて左右Ｖ字状に配置された２
つのシリンダ列C1，C2を有する。両シリンダ列
C1，C2の構造は対称的であるので、以下左側シ
リンダ列C1についてのみ説明する。シリンダ１
を有するシリンダブロツク２の上面にはガスケツ
ト４を介してシリンダヘツド３が重合して結着さ
れる。シリンダ１にはピストン５が摺合され、こ
のピストン５に対面するシリンダヘツド３の底面
には燃焼室６が凹設される。 Hereinafter, one embodiment of the present invention will be explained with reference to the drawings.The internal combustion engine shown in FIG. 1 is a V-type multi-cylinder engine, so two
It has two cylinder rows C 1 and C 2 . Both cylinder rows
Since the structures of C 1 and C 2 are symmetrical, only the left cylinder row C 1 will be described below. cylinder 1
A cylinder head 3 is polymerized and bonded to the upper surface of the cylinder block 2 with a gasket 4 interposed therebetween. A piston 5 is slidably fitted into the cylinder 1, and a combustion chamber 6 is recessed in the bottom surface of the cylinder head 3 facing the piston 5.
燃焼室６の天井面７は、シリンダ１の軸線Ac
またはその近傍を通る稜線Ｌから両側に向つて下
る二つの天井斜面７ａ，７ｂよりなつており、一
方の天井斜面７ａには一対の吸気ポート８，８
が、また他方の天井斜面７ｂには同じく一対の排
気ポート９，９がそれぞれ稜線Ｌに沿つて並んで
開口する。それら吸気ポート８，８、及び排気ポ
ート９，９を開閉するように各一対の吸気弁１
０，１０及び排気弁１１，１１がシリンダヘツド
３に設けられた弁ガイド１２，１２及び１３，１
３にそれぞれ摺動自在に支承される。その際、シ
リンダ軸線Acを含み且つ前記稜線Ｌと平行な平
面Ｐを境として、吸気弁１０，１０は両シリンダ
列C1，C2間の谷Ｖ側に、排気弁１１，１１はそ
れと反対側に配置され、且つ両弁１０，１１は前
記平面Ｐに対して互いに反対方向に傾けられる。 The ceiling surface 7 of the combustion chamber 6 is aligned with the axis Ac of the cylinder 1.
It is made up of two ceiling slopes 7a, 7b descending on both sides from a ridge line L passing near the ridge line L, and one ceiling slope 7a has a pair of intake ports 8, 8.
However, on the other ceiling slope 7b, a pair of exhaust ports 9, 9 are opened in parallel along the ridge line L, respectively. Each pair of intake valves 1 is configured to open and close the intake ports 8, 8 and the exhaust ports 9, 9.
0,10 and exhaust valves 11,11 are provided in the cylinder head 3. Valve guides 12,12 and 13,1
3, each of which is slidably supported. At that time, with a plane P that includes the cylinder axis Ac and is parallel to the ridge line L as a boundary, the intake valves 10, 10 are located on the valley V side between both cylinder rows C 1 , C 2 , and the exhaust valves 11, 11 are located on the opposite side. and both valves 10, 11 are tilted in opposite directions relative to said plane P.
第２図及び第４図に示すように、シリンダヘツ
ド３には、電極を燃焼室６に臨ませる点火栓１４
が螺着され、この点火栓１４は吸、排気弁１０，
１０；１１，１１に囲まれるようにシリンダ軸線
Acに略沿つて配置される。 As shown in FIGS. 2 and 4, the cylinder head 3 includes a spark plug 14 with an electrode facing the combustion chamber 6.
The spark plug 14 is connected to the intake and exhaust valves 10,
10; Cylinder axis surrounded by 11, 11
It is located approximately along Ac.
シリンダヘツド３の上面には、軸受台１５及び
ヘツドカバー１６を順次に重合結着して動弁室１
７が形成され、該室１７に前記吸気弁１０，１０
及び排気弁１１，１１に開閉動作を与える本発明
の動弁装置１８が設けられ、それは次のような構
成を有する。 A bearing pedestal 15 and a head cover 16 are successively superimposed on the upper surface of the cylinder head 3 to form a valve chamber 1.
7 is formed, and the intake valves 10, 10 are arranged in the chamber 17.
A valve operating device 18 of the present invention is provided which provides opening and closing operations to the exhaust valves 11, 11, and has the following configuration.
吸気弁１０，１０及び排気弁１１，１１には、
これらを閉じ側に付勢する弁ばね１９，１９及び
２０，２０がそれぞれ装着される。 The intake valves 10, 10 and the exhaust valves 11, 11 include
Valve springs 19, 19 and 20, 20 are respectively attached to bias these toward the closing side.
吸気弁１０，１０の略直上、したがつてシリン
ダ軸線Acより谷Ｖ側に寄つた位置には、調時伝
動装置を介してクランク軸（いずれも図示せず）
に連動する一本のカム軸２１が前記平面Ｐと平行
に配設され、該軸２１はそのジヤーナル２１ｊ
を、軸受台１５及びそれにボルト２２，２３で結
着される軸受キヤツプ２４間に回転自在に挾持さ
れる。このようにカム軸２１を谷Ｖ側に片寄せし
て配置することは、両シリンダ列C1，C2の最大
外側寸法を極力縮めてＶ型機関の小型化を図る上
に有効である。 Almost directly above the intake valves 10, 10, and therefore closer to the valley V side than the cylinder axis Ac, there is a crankshaft (both not shown) via a timing transmission.
A single cam shaft 21 is disposed parallel to the plane P, and the shaft 21 is interlocked with the journal 21j.
is rotatably held between a bearing stand 15 and a bearing cap 24 connected thereto with bolts 22 and 23. Disposing the camshaft 21 so as to be shifted toward the valley V side in this manner is effective in reducing the maximum outer dimensions of both cylinder rows C 1 and C 2 as much as possible, thereby reducing the size of the V-type engine.
第３図に示すように、カム軸２１は吸気弁１
０，１０及び排気弁１１，１１に対応して各一対
の吸気カム２１ｉ，２１ｉ及び排気カム２１ｅ，
２１ｅを有し、吸気カム２１ｉ，２１ｉはジヤー
ナル２１ｊに隣接してその両側に配置され、排気
カム２１ｅ，２１ｅは更にその両外側に配置され
る。吸気カム２１ｉ，２１ｉと吸気弁１０，１０
の頭部との間に一対の第１カムフオロア２５，２
５が介装される。この第１カムフオロア２５，２
５は各基端に調節ボルト２６を備えており、この
調節ボルト２６の先端の球状端部２６ａがシリン
ダヘツド３に螺着された支持ボルト２７の球状凹
部２７ａに回動自在に係合される。 As shown in FIG. 3, the camshaft 21 is connected to the intake valve 1.
0, 10 and exhaust valves 11, 11, each pair of intake cams 21i, 21i and exhaust cams 21e,
21e, the intake cams 21i, 21i are arranged adjacent to and on both sides of the journal 21j, and the exhaust cams 21e, 21e are further arranged on both sides thereof. Intake cams 21i, 21i and intake valves 10, 10
a pair of first cam followers 25, 2 between the head of the
5 is interposed. This first cam follower 25, 2
5 is equipped with an adjusting bolt 26 at each base end, and a spherical end 26a at the tip of the adjusting bolt 26 is rotatably engaged with a spherical recess 27a of a support bolt 27 screwed onto the cylinder head 3. .
軸受台１５に第１及び第２支軸２８，２９がそ
れぞれボルト２２，３０により固着され、その
際、両支軸２８，２９は、吸、排気弁１０，１
０；１１，１１間において点火栓１４の軸線Ap
を挾んで互いに充分離隔し、且つカム軸２１と平
行に配置される。そして、吸気弁１０，１０に近
い第１支軸２８は、排気カム２１ｅ，２１ｅにそ
れぞれ係合する一対の第２カムフオロア３１，３
１を揺動自在に支承し、排気弁１１，１１に近い
第２支軸２９は、排気弁１１，１１の頭部にそれ
ぞれ調節ボルト３２を介して係合する一対のベル
クランク形ロツカアーム３３，３３を揺動自在に
支承する。これら第２カムフオロア３１，３１と
ロツカアーム３３，３３との対向面間には一対の
プツシユロツド３４，３４がそれぞれ介装され
る。 First and second support shafts 28 and 29 are fixed to the bearing stand 15 with bolts 22 and 30, respectively, and at that time, both support shafts 28 and 29 are connected to the intake and exhaust valves 10 and 1.
0: Axis line Ap of the spark plug 14 between 11 and 11
The camshafts 21 and 21 are arranged parallel to the camshaft 21 so as to be sufficiently separated from each other. The first support shaft 28 close to the intake valves 10, 10 has a pair of second cam followers 31, 3 that engage with the exhaust cams 21e, 21e, respectively.
The second support shaft 29, which swingably supports the exhaust valves 11 and 11, has a pair of bell crank type rocker arms 33, which engage the heads of the exhaust valves 11 and 11 via adjustment bolts 32, respectively. 33 is swingably supported. A pair of push rods 34, 34 are interposed between the opposing surfaces of the second cam followers 31, 31 and the rocker arms 33, 33, respectively.
前記点火栓１４の脱着のために使用される工具
孔３５は、前記両支軸２８，２９及び両プツシユ
ロツド３４，３４の四者に囲まれる領域でシリン
ダヘツド３の点火栓１４装着部からヘツドカバー
１６外面に亘り設けられ、この工具孔３５の動弁
室１７を貫通する部分はヘツドカバー１６と軸受
台１５との間に介装された隔壁筒３６によつて形
成される。この場合、両支軸２８，２９は互いに
充分に離隔させてあり、また両プツシユロツド３
４，３４は両外側位置の排気カム２１ｅ，２１ｅ
に係合させてその間にも広い間隔を確保してある
ので、前記工具孔３５は点火栓１４の脱着を容易
に行い得る充分な大きさに形成することができ
る。 A tool hole 35 used for attaching and detaching the spark plug 14 is located in an area surrounded by the two support shafts 28, 29 and the push rods 34, 34, and extends from the spark plug 14 mounting portion of the cylinder head 3 to the head cover 16. A portion of the tool hole 35 extending through the valve operating chamber 17 is formed by a partition cylinder 36 interposed between the head cover 16 and the bearing stand 15. In this case, both support shafts 28 and 29 are spaced sufficiently apart from each other, and both push rods 3
4 and 34 are exhaust cams 21e and 21e at both outer positions.
Since the tool hole 35 is engaged with the tool hole 35 and a wide space is secured therebetween, the tool hole 35 can be formed to a sufficient size to allow the spark plug 14 to be easily attached and detached.
次にこの実施例の作用を説明すると、機関の運
転中、カム軸２１は図示しない調時伝動装置を介
してクランク軸より回転駆動される。そしてピス
トン５の吸気行程が開始されると、吸気カム２１
ｉ，２１ｉの山部が第１カムフオロア２５，２５
をそれぞれ吸気弁１０，１０に向けて揺動させる
ので、これによつて吸気弁１０，１０は弁ばね１
９，１９の弾発力に抗して開弁し、吸気行程の終
了時には吸気カム２１ｉ，２１ｉの山部が第１カ
ムフオロア２５，２５を通り過ぎるので、吸気弁
１０，１０は弁ばね１９，１９の弾発力を以て閉
弁する。この間に図示しない気化器等の混合気生
成装置から混合気が吸気ポート８，８を通して燃
焼室６に吸入される。 Next, the operation of this embodiment will be explained. During operation of the engine, the camshaft 21 is rotationally driven by the crankshaft via a timing transmission (not shown). Then, when the intake stroke of the piston 5 is started, the intake cam 21
The peaks of i and 21i are the first cam followers 25 and 25
are swung toward the intake valves 10, 10, respectively, so that the intake valves 10, 10 are moved toward the valve spring 1.
The intake valves 10, 10 open against the elastic force of the valve springs 19, 19, and the peaks of the intake cams 21i, 21i pass by the first cam followers 25, 25 at the end of the intake stroke. The valve closes with an elastic force of . During this time, an air-fuel mixture is drawn into the combustion chamber 6 from an air-fuel mixture generating device such as a carburetor (not shown) through the intake ports 8, 8.
ピストン５が圧縮行程の終りに近づくと、点火
栓１４の火花放電により燃焼室６の圧縮ガスに着
火され、ピストン５は膨脹行程に移る。このと
き、点火栓１４はシリンダ軸線Acまたはその近
傍に位置を占めているので、着火点から燃焼室６
の各周縁までの火焔伝播距離が略等しく、したが
つて燃焼時間が最小限度に短縮されて高出力が発
揮される。 When the piston 5 approaches the end of its compression stroke, the compressed gas in the combustion chamber 6 is ignited by a spark discharge from the spark plug 14, and the piston 5 moves to an expansion stroke. At this time, since the spark plug 14 is located at or near the cylinder axis Ac, the combustion chamber 6
The flame propagation distance to each peripheral edge is approximately equal, so the combustion time is shortened to the minimum and high output is achieved.
ピストン５の排気行程が開始されると、排気カ
ム２１ｅ，２１ｅの山部が第２カムフオロア３
１，３１をプツシユロツド３４，３４側に揺動さ
せるので、プツシユロツド３４，３４が変位して
ロツカアーム３３，３３を排気弁１１，１１に向
けて揺動させ、これによつて排気弁１１，１１は
弁ばね２０，２０の弾発力に抗して開弁し、排気
行程の終了時には排気カム２１ｅ，２１ｅの山部
が第２カムフオロア３１，３１を通り過ぎるの
で、排気弁１１，１１は弁ばね２０，２０の弾発
力を以て閉弁する。この間に燃焼室６から排気ポ
ート９，９へ排ガスが排出される。 When the exhaust stroke of the piston 5 is started, the peaks of the exhaust cams 21e, 21e are aligned with the second cam follower 3.
1 and 31 are swung toward the push rods 34 and 34, the push rods 34 and 34 are displaced and the rocker arms 33 and 33 are swung toward the exhaust valves 11 and 11, whereby the exhaust valves 11 and 11 are The valves open against the elastic force of the valve springs 20, 20, and at the end of the exhaust stroke, the peaks of the exhaust cams 21e, 21e pass the second cam followers 31, 31, so the exhaust valves 11, 11 are opened by the valve springs 20. The valve closes with an elastic force of ,20. During this time, exhaust gas is discharged from the combustion chamber 6 to the exhaust ports 9, 9.
点火栓１４の脱着に際しては、工具孔３５に専
用工具を挿入して点火栓１４の頭部に嵌め、これ
を回転することにより行われる。 The ignition plug 14 is attached and detached by inserting a special tool into the tool hole 35, fitting it onto the head of the ignition plug 14, and rotating the tool.
尚、本発明においては、前記実施例とは反対
に、カム軸２１及び第１、第２カムフオロア２
５，３１を排気弁１１側に、ロツカアーム３３を
吸気弁１０側にそれぞれ配置することもでき、ま
た排気カム２１ｅ，２１ｅをジヤーナル２１ｊの
両側に隣接させ、吸気カム２１ｉ，２１ｉをその
両外側に配置することもできる。 In addition, in the present invention, contrary to the above embodiment, the camshaft 21 and the first and second cam followers 2
5 and 31 can be placed on the exhaust valve 11 side, and the rocker arm 33 can be placed on the intake valve 10 side. Alternatively, the exhaust cams 21e and 21e can be placed adjacent to both sides of the journal 21j, and the intake cams 21i and 21i are placed on both sides of the journal 21j. It can also be placed.
以上のように本発明によれば、O.H.C.型動弁
装置は、吸、排気弁の一方の弁に近接して配設さ
れたカム軸と、前記一方の弁及び前記カム軸間に
介装されて該カム軸の開弁力を該一方の弁に伝達
する少なくとも一対の第１カムフオロアと、前記
一方の弁に近接して配設された第１支軸と、前記
吸、排気弁の他方の弁に近接して配設された第２
支軸と、前記第１支軸に揺動自在に支承されて前
記カム軸に係合する少なくとも一対の第２カムフ
オロアと、前記他方の弁に係合するロツカアーム
と、前記第２カムフオロア及び前記ロツカアーム
間に介装されて前記カム軸から該第２カムフオロ
アに伝達される開弁力を該ロツカアームを介して
前記他方の弁に伝達する少なくとも一対のプツシ
ユロツドとより、前記両プツシユロツドは前記点
火栓の軸線を挾んで離隔するように配置したの
で、単一のカム軸をもつて各複数本の吸、排気弁
を確実に開閉駆動することができ、したがつて単
一のカム軸は軸受数が少ないことから動力摩擦損
失が少なく、燃費の低減に寄与することができ、
また調時伝動装置も簡単に構成できて機関の製造
コストを下げると共にその軽量化をも達成する。
しかも、そのカム軸及びプツシユロツドに何等干
渉されずに点火栓のシリンダ軸線近傍への配置が
可能となり、本来の高速、高出力性能を維持する
と共に、点火栓及び動弁装置各部のメンテナンス
を容易に行うことができる。 As described above, according to the present invention, the OHC type valve train includes a camshaft disposed close to one of the intake and exhaust valves, and a camshaft interposed between the one valve and the camshaft. at least a pair of first cam followers that transmit the valve-opening force of the camshaft to the one valve; a first support shaft disposed close to the one valve; and one of the intake and exhaust valves. a second valve disposed adjacent to the valve;
a support shaft; at least a pair of second cam followers that are swingably supported by the first support shaft and engage with the camshaft; a rocker arm that engages with the other valve; the second cam follower and the rocker arm. At least a pair of push rods are interposed therebetween and transmit the valve opening force transmitted from the camshaft to the second cam follower to the other valve via the rocker arm, the two push rods are aligned with the axis of the ignition plug. Since the valves are arranged so that they are sandwiched and separated from each other, a single camshaft can reliably open and close multiple intake and exhaust valves, and therefore a single camshaft has a small number of bearings. Therefore, there is less power friction loss and can contribute to reducing fuel consumption.
Furthermore, the timing transmission device can be easily configured, reducing the manufacturing cost of the engine and also reducing its weight.
Moreover, the spark plug can be placed near the cylinder axis without any interference with the camshaft and push rod, maintaining the original high speed and high output performance, and making maintenance of the spark plug and other parts of the valve train easier. It can be carried out.
第１図は本発明の一実施例に基づく内燃機関の
要部の縦断正面図、第２図は第１図におけるシリ
ンダヘツドの底面図、第３図はヘツドカバーを外
した状態で示した第１図の拡大平面図、第４図は
第３図の―線断面図である。
Ac……シリンダ軸線、Ap……点火栓の軸線、
Ｐ……シリンダ軸線を含む平面、１……シリン
ダ、１０……吸気弁、１１……排気弁、１４……
点火栓、１８……動弁装置、２１……カム軸、２
１ｉ……吸気カム、２１ｅ……排気カム、２５…
…第１カムフオロア、２８……第１支軸、２９…
…第２支軸、３１……第２カムフオロア、３３…
…ロツカアーム、３４……プツシユロツド。
Fig. 1 is a longitudinal sectional front view of the main parts of an internal combustion engine according to an embodiment of the present invention, Fig. 2 is a bottom view of the cylinder head in Fig. 1, and Fig. 3 is a cylinder head shown with the head cover removed. FIG. 4 is an enlarged plan view of the figure, and FIG. 4 is a sectional view taken along the line -- in FIG. Ac...Cylinder axis, Ap...Ignition plug axis,
P... Plane including cylinder axis, 1... Cylinder, 10... Intake valve, 11... Exhaust valve, 14...
Spark plug, 18...Valve train, 21...Camshaft, 2
1i...Intake cam, 21e...Exhaust cam, 25...
...First cam follower, 28... First support shaft, 29...
...Second support shaft, 31...Second cam follower, 33...
...Rotsuka arm, 34...Putsyurod.
Claims (1)
の点火栓を囲み、且つ前記軸線を含む平面を挾む
ように少なくとも各一対の吸気弁及び排気弁をそ
れぞれ配設した内燃機関のO.H.C.型動弁装置で
あつて、前記吸、排気弁の一方の弁に近接して配
設されたカム軸と、前記一方の弁及び前記カム軸
間に介装されて該カム軸の開弁力を該一方の弁に
伝達する少なくとも一対の第１カムフオロアと、
前記一方の弁に近接して配設された第１支軸と、
前記吸、排気弁の他方の弁に近接して配設された
第２支軸と、前記第１支軸に揺動自在に支承され
て前記カム軸に係合する少なくとも一対の第２カ
ムフオロアと、前記第２支軸に支承されて前記他
方の弁に係合するロツカアームと、前記第２カム
フオロア及び前記ロツカアーム間に介装されて前
記カム軸から該第２カムフオロアに伝達される開
弁力を該ロツカアームを介して前記他方の弁に伝
達する少なくとも一対のプツシユロツドとより、
前記両プツシユロツドは前記点火栓の軸線を挾ん
で互いに離隔するように配置されたO.H.C.型動
弁装置。 ２ 特許請求の範囲第１項記載のものにおいて、
前記カム軸は、そのジヤーナルを挾んでそれぞれ
対称的に配置されて前記第１カムフオロア及び第
２カムフオロアに係合する少なくとも各一対の吸
気カム及び排気カムを有し、そのジヤーナルより
遠い側の吸気カムまたは排気カムに前記第２カム
フオロアを係合させた内燃機関のO.H.C.型動弁
装置。[Scope of Claims] 1. An internal combustion engine including an ignition plug extending approximately along the axis of a cylinder, and at least a pair of intake valves and an exhaust valve surrounding the ignition plug and sandwiching a plane including the axis. The OHC type valve operating device includes a camshaft disposed close to one of the intake and exhaust valves, and a camshaft interposed between the one valve and the camshaft to open the camshaft. at least a pair of first cam followers that transmit valve force to the one valve;
a first support shaft disposed close to the one valve;
a second support shaft disposed close to the other of the intake and exhaust valves; and at least a pair of second cam followers that are swingably supported by the first support shaft and engage with the camshaft. , a rocker arm supported by the second support shaft and engaged with the other valve; and a rocker arm interposed between the second cam follower and the rocker arm so as to control the valve opening force transmitted from the camshaft to the second cam follower. at least one pair of push rods communicating with the other valve via the locker arm;
The two push rods are arranged so as to be spaced apart from each other across the axis of the spark plug. 2. In what is stated in claim 1,
The camshaft has at least a pair of intake cams and an exhaust cam that are arranged symmetrically across the journal and engage the first cam follower and the second cam follower, the intake cam on the side farther from the journal. Alternatively, an OHC type valve operating system for an internal combustion engine in which the second cam follower is engaged with an exhaust cam.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12220083A JPS6013907A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
| GB08417002A GB2142975B (en) | 1983-07-05 | 1984-07-04 | Internal combustion engine having single overhead camshaft |
| CA000458076A CA1240577A (en) | 1983-07-05 | 1984-07-04 | Valve actuating mechanism for internal combustion engines |
| IT48512/84A IT1179387B (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH SINGLE CAMSHAFT IN THE HEAD |
| DE19843424773 DE3424773A1 (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH A SINGLE OVERHEAD CAMSHAFT |
| FR848410704A FR2548730B1 (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH SINGLE HEAD CAMSHAFT |
| US06/627,928 US4527518A (en) | 1983-07-05 | 1984-07-05 | Internal combustion engine having single overhead camshaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12220083A JPS6013907A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6013907A JPS6013907A (en) | 1985-01-24 |
| JPH0138167B2 true JPH0138167B2 (en) | 1989-08-11 |
Family
ID=14830034
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12220083A Granted JPS6013907A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6013907A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2595719B2 (en) * | 1989-06-26 | 1997-04-02 | いすゞ自動車株式会社 | OHC type valve train |
-
1983
- 1983-07-05 JP JP12220083A patent/JPS6013907A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6013907A (en) | 1985-01-24 |
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