JPH024765B2 - - Google Patents

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Publication number
JPH024765B2
JPH024765B2 JP56061843A JP6184381A JPH024765B2 JP H024765 B2 JPH024765 B2 JP H024765B2 JP 56061843 A JP56061843 A JP 56061843A JP 6184381 A JP6184381 A JP 6184381A JP H024765 B2 JPH024765 B2 JP H024765B2
Authority
JP
Japan
Prior art keywords
intake
valves
camshaft
axis
exhaust
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
Application number
JP56061843A
Other languages
Japanese (ja)
Other versions
JPS57176311A (en
Inventor
Masaaki Yoshikawa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=13182766&utm_source=***_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=JPH024765(B2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP6184381A priority Critical patent/JPS57176311A/en
Priority to US06/369,665 priority patent/US4660529A/en
Priority to DE1982103323 priority patent/DE63385T1/en
Priority to DE8282103323T priority patent/DE3265030D1/en
Priority to EP19820103323 priority patent/EP0063385B1/en
Publication of JPS57176311A publication Critical patent/JPS57176311A/en
Priority to US07/342,945 priority patent/USRE33787E/en
Publication of JPH024765B2 publication Critical patent/JPH024765B2/ja
Granted legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L1/0532—Camshafts overhead type the cams being directly in contact with the driven valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/265—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder peculiar to machines or engines with three or more intake valves per cylinder
    • 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
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F02F1/4221—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder particularly for three or more inlet valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L2003/25—Valve configurations in relation to engine
    • F01L2003/251—Large number of valves, e.g. five or more
    • 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
    • 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
    • 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
    • F02B2275/18—DOHC [Double overhead camshaft]
    • 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)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は４サイクルエンジンに関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a four-stroke engine.

（従来技術） 従来、４サイクルエンジンにおいてその高速運
転域の出力性能を向上させるため、１気筒当りの
吸気バルブ及び排気バルブの数を増やすことが行
われている。(Prior Art) Conventionally, in order to improve output performance in a high-speed operating range of a four-stroke engine, the number of intake valves and exhaust valves per cylinder has been increased.

即ち、吸気バルブ及び排気バルブの数が増える
ことによつて燃焼室内でバルブが占有する面積の
総和、即ちバルブ面積が増大し吸排気効率が向上
すると共に、更に各バルブ自体の小型計量化がは
かれて高速におけるバルブの追従性がよくなるか
らである。 In other words, by increasing the number of intake valves and exhaust valves, the total area occupied by the valves in the combustion chamber, that is, the valve area, increases and intake and exhaust efficiency improves, and each valve itself becomes smaller and weighs less. This is because the followability of the valve at high speeds is improved.

しかして、各バルブが臨む燃焼室の面積は限ら
れており、その面積内で複数のバルブを互いに干
渉し合うことなく設けらければならないという制
約がある。 However, the area of the combustion chamber that each valve faces is limited, and there is a restriction that a plurality of valves must be provided within that area without interfering with each other.

そこで、英国特許第296125号は、３つの吸気バ
ルブを設けると共に、そのうちの中間の吸気バル
ブを両側の吸気バルブよりも外側に偏位させて、
各吸気バルブを互いに干渉し合わない様に配置さ
せてある。 Therefore, British Patent No. 296125 provides three intake valves, and deviates the middle intake valve to the outside of the intake valves on both sides.
The intake valves are arranged so that they do not interfere with each other.

しかし、上記したものの様に中間の吸気バルブ
を両側の吸気バルブよりも外側に変位させた場
合、通常行なわれる様に、吸気カム軸とシリンダ
の軸線との間を、排気カム軸とシリンダ軸線との
間と等距離に保つと、各吸気バルブがシリンダ軸
線より離れ、これによつて特に両側の吸気バルブ
とシリンダ軸線とが成す角が大きくなることか
ら、燃焼室容積の拡大を導き、高出力を得る為に
必要な圧縮比を確保することができなくなる問題
を生じる。 However, when the middle intake valve is displaced outward from the intake valves on both sides as described above, the gap between the intake camshaft and the cylinder axis is changed between the exhaust camshaft and the cylinder axis. If each intake valve is kept at the same distance from the cylinder axis, the angle between the intake valves on both sides and the cylinder axis becomes larger, which leads to an expansion of the combustion chamber volume, resulting in higher output. A problem arises in that it is not possible to secure the compression ratio necessary to obtain .

（発明が解決しようとする課題） 本発明は叙上事情に鑑みてなされたもので、そ
の課題とする処は、３つの吸気バルブと２つの排
気バルブを備える４サイクルエンジンにおいて、
その３つの吸排気バルブを燃焼室内で干渉し合う
ことなく設けると共に、それら吸気及び排気バル
ブによつて壁面の基本的な外形が決定される燃焼
室の容積を小さく抑えて、高出力を得る為に必要
な高い圧縮比を確保せしめることである。(Problems to be Solved by the Invention) The present invention has been made in view of the above-mentioned circumstances.
In order to obtain high output, the three intake and exhaust valves are installed without interfering with each other in the combustion chamber, and the volume of the combustion chamber, where the basic external shape of the wall surface is determined by these intake and exhaust valves, is kept small. The goal is to ensure the high compression ratio necessary for

（課題を解決する為の手段） 上記した課題を解決する為に本発明の４サイク
ルエンジンは、１気筒当り３つの吸気バルブ及び
２つの排気バルブが設けられ、それらバルブが
夫々その上方に対応して連繁する吸気カム軸と排
気カム軸によつて直接に駆動される４サイクルエ
ンジンにおいて、上記した３つの吸気バルブのう
ち中間の吸気バルブを両側の吸気バルブよりもシ
リンダの軸線に対する傾きを小さくして燃焼室へ
臨ませると共に、これら吸気バルブを駆動させる
吸気カム軸とシリンダの軸線との距離を排気カム
軸のそれよりも近づけたものである。(Means for Solving the Problems) In order to solve the above problems, the four-stroke engine of the present invention is provided with three intake valves and two exhaust valves per cylinder, and these valves correspond to the upper part of each cylinder. In a four-stroke engine that is directly driven by an intake camshaft and an exhaust camshaft that are connected in series, the middle intake valve of the three intake valves mentioned above has a smaller inclination with respect to the cylinder axis than the intake valves on both sides. The intake camshaft that drives these intake valves faces the combustion chamber, and the distance between the cylinder axis and the intake camshaft that drives these intake valves is made closer than that of the exhaust camshaft.

（実施例） 本発明実施の一例を図面により説明すると、図
面は４サイクルエンジンの１気筒を示し、図中ａ
はシリンダ、ｂはシリンダヘツド、１は吸気通
路、２は排気通路である。(Example) An example of implementing the present invention will be explained with reference to a drawing. The drawing shows one cylinder of a 4-cycle engine, and in the drawing a
is a cylinder, b is a cylinder head, 1 is an intake passage, and 2 is an exhaust passage.

３は前記シリンダヘツドｂ下面に形成された燃
焼室であり、吸気通路１及び排気通路２が開口し
ている。 Reference numeral 3 denotes a combustion chamber formed on the lower surface of the cylinder head b, into which an intake passage 1 and an exhaust passage 2 are opened.

４は点火プラグ取付用のネジ孔であり、前記燃
焼室３上面の中心部に開口している。 Reference numeral 4 denotes a screw hole for attaching a spark plug, which opens at the center of the upper surface of the combustion chamber 3.

５は前記吸気通路１を開閉する吸気バルブ、６
は排気通路２を開閉する排気バルブである。 5 is an intake valve that opens and closes the intake passage 1; 6;
is an exhaust valve that opens and closes the exhaust passage 2.

これら吸気バルブ５及び排気バルブ６は夫々そ
の下端が燃焼室３に臨んで吸気通路１及び排気通
路２の開口端に対応し、中間部がガイド５ａ，６
ａを介してシリンダヘツドｂの壁面に摺動自在に
支持されている。 The lower ends of these intake valves 5 and exhaust valves 6 face the combustion chamber 3 and correspond to the opening ends of the intake passage 1 and the exhaust passage 2, respectively, and the middle portions thereof are connected to the guides 5a and 6.
It is slidably supported on the wall surface of the cylinder head b via a.

７，８は前記両バルブ５，６の上端に連設され
たリフターであり、このリフター７，８を介して
両バルブ５，６がその上方に対応する吸気カム軸
９と排気カム軸１０に連繁し、該軸９，１０によ
つて駆動されるようになつている。 Reference numerals 7 and 8 indicate lifters connected to the upper ends of both the valves 5 and 6, and the valves 5 and 6 are connected to the corresponding intake camshaft 9 and exhaust camshaft 10 above the lifters 7 and 8, respectively. The shafts 9 and 10 are arranged in series and driven by the shafts 9 and 10.

１１，１２は吸気バルブ５及び排気バルブ６を
閉弁方向に付勢するスプリングである。 11 and 12 are springs that bias the intake valve 5 and the exhaust valve 6 in the valve-closing direction.

一方、前記両カム軸９，１０はシリンダヘツド
ｂの上方においてカムキヤリア１３及びカムキヤ
ツプ１４，１５を介して回動自在に保持されてい
る。 On the other hand, both the camshafts 9 and 10 are rotatably held above the cylinder head b via a cam carrier 13 and cam caps 14 and 15.

１６は前記カム軸９，１０及びカムキヤツプ１
４，１５を覆うカバーであり、カムキヤリア１３
の上端に連設されている。 16 is the camshaft 9, 10 and the cam cap 1;
It is a cover that covers 4 and 15, and the cam carrier 13
It is connected to the top of the .

しかして、上記４サイクルエンジンはその出力
性能を向上させるため１気筒当り３つの吸気バル
ブ５を設けてある。 The four-stroke engine is provided with three intake valves 5 per cylinder in order to improve its output performance.

前記した３つの吸気バルブ５の配置構造は、中
間のものが両側のものよりシリンダａの軸線l1に
対する傾きを小さくして燃焼室３へ臨まされる。 In the arrangement structure of the three intake valves 5 described above, the middle one faces the combustion chamber 3 with a smaller inclination with respect to the axis l1 of the cylinder a than those on both sides.

即ち、中間の吸気バルブ５の傾斜角度をα1と
し、両側の吸気バルブ５の傾斜角度をα2とすれば
α1＜α2となる。 That is, if the inclination angle of the middle intake valve 5 is α 1 and the inclination angle of the intake valves 5 on both sides is α 2 , then α 1 <α 2 .

また、前記吸気バルブ５はそれぞれその軸線l2
が吸気カム軸９の軸芯o1を通るような配置構造と
される。 Further, each of the intake valves 5 has its axis l 2
is arranged so that it passes through the axis o1 of the intake camshaft 9.

しかして、上記吸気バルブ５は、第２図に示す
如く燃焼室３においてその吸気側と排気側とを分
ける中心線l3に対して中間の吸気バルブ５が両側
のものより外側へオフセツトされた配置となり、
各バルブ５が干渉し合うことはない。 Therefore, as shown in FIG. 2, the intake valve 5 in the middle of the combustion chamber 3 is offset outward from those on both sides with respect to the center line l3 that separates the intake side and the exhaust side. The arrangement is as follows.
The valves 5 do not interfere with each other.

また、各吸気バルブ５は夫々その軸線l2が吸気
カム軸９の軸芯o1を通るから、該軸９に連繁させ
る手段としてリフター７以外のものを新たに必要
としない。 Furthermore, since the axis l2 of each intake valve 5 passes through the axis o1 of the intake camshaft 9, there is no need for anything other than the lifter 7 as a means for connecting the intake camshaft 9.

一方、排気バルブ６は２つ設けられ、燃焼室３
内において前記中心線l3と平行な直線l4上に配置
されている。 On the other hand, two exhaust valves 6 are provided, and the combustion chamber 3
It is arranged on a straight line l4 parallel to the center line l3 within the center line.

また、吸気バルブ６はその軸線l5が夫々カム軸
１０の軸芯o2を通り、シリンダａの軸線l1に対す
る傾斜角度α3が等しく設定されている（第１図）。 Further, the axes l5 of the intake valves 6 each pass through the axis o2 of the camshaft 10, and the inclination angles α3 with respect to the axis l1 of the cylinder a are set to be equal (FIG. 1).

しかして、上記排気バルブ６は２つであるから
それらを燃焼室３内で直列的に配置しても干渉し
合うことがないと共に、カム軸１０に連繁させる
手段としてリフター８以外のものを新たに必要と
しない。 However, since there are two exhaust valves 6, they will not interfere with each other even if they are arranged in series in the combustion chamber 3, and as a means for connecting them to the camshaft 10, something other than the lifter 8 can be used. No need for new ones.

また、第１図にて示す様に、吸気カム軸９は、
その軸芯o1とシリンダａの軸線l1との間の距離Ｂ
が排気カム軸１０の軸芯o2とシリンダ軸線l1との
間の距離Ａよりも近くなる様に配置してある。こ
れによつて、各吸気バルブ５、特に両側の吸気バ
ルブ５を前記した様に内側に偏位させたことにも
かかわらず、シリンダａの軸線l1との成す角α2を
小さく抑えることができ、これにより、燃焼室３
内の容積を小さくして高出力を得る為に必要な高
い圧縮比を確保することが可能となる。 Furthermore, as shown in FIG. 1, the intake camshaft 9 is
Distance B between its axis o 1 and axis l 1 of cylinder a
is arranged so that it is closer than the distance A between the axis o2 of the exhaust camshaft 10 and the cylinder axis l1 . As a result, even though each intake valve 5, especially the intake valves 5 on both sides, are deviated inward as described above, the angle α 2 formed with the axis l 1 of the cylinder a can be kept small. As a result, combustion chamber 3
It becomes possible to secure the high compression ratio necessary to obtain high output by reducing the internal volume.

しかし、上記した様に、吸気カム軸９をシリン
ダａの軸線l1に対して近づける場合、吸気カム軸
９をシリンダａの軸線l1に近づけ過ぎて、中間の
吸気バルブ５の下端が外周方向に向かう様に大き
く傾斜するまでになると、燃焼室３の表面積が増
大して本実施例の効果が充分に発揮できない問題
が生じる。 However, as described above, when the intake camshaft 9 is brought close to the axis l1 of cylinder a, the lower end of the intermediate intake valve 5 is moved toward the outer circumferential direction because the intake camshaft 9 is brought too close to the axis l1 of cylinder a. If the combustion chamber 3 reaches a point where the combustion chamber 3 has a large inclination toward the angle , the surface area of the combustion chamber 3 increases, and a problem arises in which the effects of this embodiment cannot be fully exhibited.

従つて、シリンダａの軸線l1と吸気カム軸９と
の間の距離Ｂは、排気カム軸１０のその距離Ａよ
りも小さければ足りるが、第４図にて示す様に、
中間の吸気バルブ５の軸芯l2と同バルブ５下端と
の交点P1が、吸気カム軸９の軸芯o1よりシリンダ
ａ軸線l1と平行に下した引出し線l6よりも内方に
納まる条件を満たせば一層好ましい。 Therefore, it is sufficient that the distance B between the axis l1 of cylinder a and the intake camshaft 9 is smaller than the distance A of the exhaust camshaft 10, but as shown in FIG.
The intersection point P1 between the axial center l2 of the intermediate intake valve 5 and the lower end of the same valve 5 is inward from the lead line l6 drawn from the axial center o1 of the intake camshaft 9 in parallel to the cylinder a axis l1. It is more preferable if the conditions are satisfied.

また、本実施例においては、第２図に示す様
に、吸気バルブ５の傘径を排気バルブ６の傘径よ
りも小さいものとすると共に、両側の吸気バルブ
５を中心線l3を交錯するように配置しているの
で、点火プラグと干渉することなく吸気バルブ５
を燃焼室３中心側に寄せることができ、吸気カム
軸９とシリンダａ軸線l1との距離を排気カム軸１
０のそれよりも近づけるのに有利である。 Further, in this embodiment, as shown in FIG. 2, the diameter of the intake valve 5 is made smaller than the diameter of the exhaust valve 6, and the intake valves 5 on both sides are arranged so that the center line l3 intersects with the diameter of the intake valve 5. Since the intake valve 5 is located so that it does not interfere with the spark plug,
can be moved closer to the center of the combustion chamber 3, and the distance between the intake camshaft 9 and the cylinder a axis l1 can be moved closer to the exhaust camshaft 1.
It is advantageous to make it closer than that of 0.

（発明の効果） 本発明は叙上の如く吸気バルブを３つ設け、そ
の中間の吸気バルブを両側の吸気バルブよりもシ
リンダの軸線に対する傾さを小さくして燃焼室へ
臨ませるようにしたので、その中間の吸気バルブ
が燃焼室の吸気側において両側の吸気バルブより
外側へ偏位され、３つの吸気バルブを燃焼室内で
互いに干渉し合うことなく設けることができる。(Effects of the Invention) As described above, the present invention has three intake valves, and the middle intake valve faces the combustion chamber with a smaller inclination to the axis of the cylinder than the intake valves on both sides. , the intermediate intake valve is offset outward from the intake valves on both sides on the intake side of the combustion chamber, so that three intake valves can be provided within the combustion chamber without interfering with each other.

また、吸気カム軸とシリンダの軸線との間の距
離を排気カム軸のそれよりも近づけたので、３つ
の吸気バルブを干渉することなく設ける為に、両
側の吸気バルブが中間の吸気バルブよりも内側に
偏位するにもかかわらず、両側の吸気バルブとシ
リンダの軸線とが成す角を小さく抑えることがで
き、これによつて、燃焼室内の容積を小さく抑え
て、高出力を得る為に要する高い圧縮比を確保す
ることができる。 Also, since the distance between the intake camshaft and the cylinder axis is closer than that of the exhaust camshaft, in order to install three intake valves without interfering with each other, the intake valves on both sides are shorter than the intake valve in the middle. Despite the inward deviation, the angle between the intake valves on both sides and the axis of the cylinder can be kept small, thereby keeping the volume inside the combustion chamber small, which is necessary to obtain high output. A high compression ratio can be ensured.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明エンジンを示す縦断面図、第２
図は第１図の−線断面図、第３図は第１図の
−線断面図、第４図は第２図の−線断面
図である。 尚図中、ａ……シリンダ、ｂ……シリンダヘツ
ド、１……吸気通路、２……排気通路、３……燃
焼室、５……吸気バルブ、６……排気バルブ、９
……吸気カム軸、１０……排気カム軸、l1……シ
リンダの軸線、l2……吸気バルブの軸線、l5……
排気バルブの軸線、o1……吸気カム軸の軸芯、o2
……排気カム軸の軸芯、α1……中間の吸気バルブ
の傾斜角度、α2……両側の吸気バルブの傾斜角
度、α3……排気バルブの傾斜角度、Ａ……シリン
ダの軸線と排気カム軸の軸芯との間の距離、Ｂ…
…シリンダの軸線と吸気カム軸の軸芯との間の距
離。 Fig. 1 is a longitudinal sectional view showing the engine of the present invention;
1, FIG. 3 is a cross-sectional view taken along the line -- in FIG. 1, and FIG. 4 is a cross-sectional view taken along the line -- in FIG. 2. In the figure, a...Cylinder, b...Cylinder head, 1...Intake passage, 2...Exhaust passage, 3...Combustion chamber, 5...Intake valve, 6...Exhaust valve, 9
... Intake camshaft, 10 ... Exhaust camshaft, l 1 ... Cylinder axis, l 2 ... Intake valve axis, l 5 ...
Exhaust valve axis, o 1 ...Intake camshaft axis, o 2
... Axis axis of exhaust camshaft, α 1 ... Inclination angle of middle intake valve, α 2 ... Inclination angle of intake valves on both sides, α 3 ... Inclination angle of exhaust valve, A ... Cylinder axis and Distance between the axis of the exhaust camshaft, B...
...Distance between the axis of the cylinder and the axis of the intake camshaft.

Claims (1)

【特許請求の範囲】[Claims] １ １気筒当り３つの吸気バルブ及び２つの排気
バルブが設けられ、それらバルブが夫々その上方
に対応して連繁する吸気カム軸と排気カム軸によ
つて直接に駆動される４サイクルエンジンにおい
て、上記した３つの吸気バルブのうち中間の吸気
バルブを両側の吸気バルブよりもシリンダの軸線
に対する傾きを小さくして燃焼室へ臨ませると共
に、これら吸気バルブを駆動させる吸気カム軸と
シリンダの軸線との距離を排気カム軸のそれより
も近づけた構造。1. In a four-stroke engine in which three intake valves and two exhaust valves are provided per cylinder, and these valves are directly driven by an intake camshaft and an exhaust camshaft that correspond to each other above, Of the three intake valves mentioned above, the middle intake valve faces the combustion chamber with a smaller inclination to the cylinder axis than the intake valves on both sides, and the intake camshaft that drives these intake valves and the cylinder axis A structure in which the distance is closer than that of the exhaust camshaft.
JP6184381A 1981-04-22 1981-04-22 Four-cycle engine Granted JPS57176311A (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
JP6184381A JPS57176311A (en) 1981-04-22 1981-04-22 Four-cycle engine
US06/369,665 US4660529A (en) 1981-04-22 1982-04-19 Four-cycle engine
DE1982103323 DE63385T1 (en) 1981-04-22 1982-04-20 FOUR-STOCK COMBUSTION ENGINE.
DE8282103323T DE3265030D1 (en) 1981-04-22 1982-04-20 Four-cycle internal combustion engine
EP19820103323 EP0063385B1 (en) 1981-04-22 1982-04-20 Four-cycle internal combustion engine
US07/342,945 USRE33787E (en) 1981-04-22 1989-04-25 Four-cycle engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP6184381A JPS57176311A (en) 1981-04-22 1981-04-22 Four-cycle engine

Related Child Applications (8)

Application Number Title Priority Date Filing Date
JP2969189A Division JPH01253505A (en) 1989-02-10 1989-02-10 Four-cycle engine
JP2969089A Division JPH01257705A (en) 1989-02-10 1989-02-10 Four-cycle engine
JP2969289A Division JPH01257706A (en) 1989-02-10 1989-02-10 Four-cycle engine
JP2969389A Division JPH01253506A (en) 1989-02-10 1989-02-10 Four-cycle engine
JP2969689A Division JPH01257707A (en) 1989-02-10 1989-02-10 Four-cycle engine
JP2969589A Division JPH01253508A (en) 1989-02-10 1989-02-10 Four-cycle engine
JP2969489A Division JPH01253507A (en) 1989-02-10 1989-02-10 Four-cycle engine
JP2968989A Division JPH01253504A (en) 1989-02-10 1989-02-10 Four-cycle engine

Publications (2)

Publication Number Publication Date
JPS57176311A JPS57176311A (en) 1982-10-29
JPH024765B2 true JPH024765B2 (en) 1990-01-30

Family

ID=13182766

Family Applications (1)

Application Number Title Priority Date Filing Date
JP6184381A Granted JPS57176311A (en) 1981-04-22 1981-04-22 Four-cycle engine

Country Status (3)

Country Link
EP (1) EP0063385B1 (en)
JP (1) JPS57176311A (en)
DE (2) DE63385T1 (en)

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JPH0811929B2 (en) * 1985-07-10 1996-02-07 アウデイ アクチエンゲゼルシヤフト 4-cycle internal combustion engine
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JP2501649Y2 (en) * 1987-12-21 1996-06-19 トヨタ自動車株式会社 Valve train of internal combustion engine
JP2632888B2 (en) * 1988-01-11 1997-07-23 ヤマハ発動機株式会社 Valve train for multi-valve engine
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Also Published As

Publication number Publication date
EP0063385A2 (en) 1982-10-27
JPS57176311A (en) 1982-10-29
EP0063385A3 (en) 1983-04-13
DE3265030D1 (en) 1985-09-05
DE63385T1 (en) 1983-04-14
EP0063385B1 (en) 1985-07-31

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