JPH0255815A - One-overhead cam shaft engine - Google Patents
One-overhead cam shaft engineInfo
- Publication number
- JPH0255815A JPH0255815A JP20475288A JP20475288A JPH0255815A JP H0255815 A JPH0255815 A JP H0255815A JP 20475288 A JP20475288 A JP 20475288A JP 20475288 A JP20475288 A JP 20475288A JP H0255815 A JPH0255815 A JP H0255815A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- camshaft
- cylinder head
- head
- cam shaft
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 abstract description 9
- 238000010586 diagram Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 239000002184 metal Substances 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は１本のカム軸で１気筒当り複数個づつの吸気弁
および排気弁を開閉する１頭上カム軸式エンジンに関す
るものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a single overhead camshaft engine in which a single camshaft opens and closes a plurality of intake valves and exhaust valves per cylinder.
（発明の背景）
１気筒につき吸気弁と排気弁をそれぞれ２つづつ持った
４弁式のエンジンが公知である。この場合従来は、シリ
ンダ中心に対して両側に２本のカム軸を平行に配置し、
各カム軸がそれぞれ２個の吸気弁と２個の排気弁とを直
接開閉するいわゆる２頭上カム軸式（ＤＯＨＣ）として
いる。しかしこの場合にはエンジンが大型化するという
問題が生じる。(Background of the Invention) A four-valve engine is known in which each cylinder has two intake valves and two exhaust valves. In this case, conventionally, two camshafts were arranged parallel to each other on both sides of the cylinder center.
This is a so-called double overhead camshaft (DOHC) system in which each camshaft directly opens and closes two intake valves and two exhaust valves. However, in this case, a problem arises in that the engine becomes larger.
またカム軸を１本とし、このカム軸によって２個の吸（
排）気弁を直接開閉し、他方の２個の排（吸）気弁をロ
ッカアームを介して開閉するものも提案されている。し
かしこの場合も従来のものはカム軸がエンジンのシリン
ダ中心軸方向の寸法を増大させ、やはりエンジンが大型
化する。特に点火栓を燃焼室中心付近に配置したときに
は、カム軸を一層高い位置にしなければならず、エンジ
ンが一層大型化する。そこで点火栓着脱孔に干渉するロ
ッカ軸を分割することも考えられるが、構成が複雑にな
るという問題が生じる。In addition, there is one camshaft, and this camshaft provides two suctions (
It has also been proposed to directly open and close the exhaust (exhaust) valve and open and close the other two exhaust (intake) valves via rocker arms. However, in this case as well, in the conventional case, the camshaft increases the dimension of the engine in the direction of the cylinder center axis, resulting in an increase in the size of the engine. In particular, when the spark plug is placed near the center of the combustion chamber, the camshaft must be positioned higher, making the engine even larger. Therefore, it is conceivable to divide the rocker shaft that interferes with the ignition plug attachment/removal hole, but this poses the problem of complicating the configuration.
（発明の目的）
本発明はこのような事情に鑑みなされたものであり、点
火栓を燃焼室中央付近に位置させつつエンジンの小型化
特にシリンダ中心軸方向の寸法を小さくすることができ
、またロッカ軸を分割する必要もない１頭上カム軸式エ
ンジンを提供することを目的とする。(Object of the Invention) The present invention has been made in view of the above circumstances, and it is possible to reduce the size of the engine, particularly in the direction of the center axis of the cylinder, while locating the spark plug near the center of the combustion chamber. To provide a single overhead camshaft type engine that does not require dividing a rocker shaft.
（発明の構成）
本発明によればこの目的は、それぞれ複数個づつの吸気
弁および排気弁を備え、これらを１本のカム軸により開
閉する１頭上カム軸式エンジンにおいて、シリンダ中心
軸に対し大きく傾いた平面上に配した複数の吸／排気弁
と、シリンダヘッドとヘッドカバーとの割面間に保持さ
れこれら吸／排気弁を直接駆動するカム軸と、シリンダ
中心軸に近接しかつほぼ平行な平面上に配した複数の排
／吸気弁と、これら排／吸気弁を開閉するロッカアーム
と、シリンダ中心付近に臨む１つの点火栓とを備え、前
記ロッカアームを保持するロッカ軸を、前記点火栓の着
脱孔とカム軸との間でカム軸に平行となるように前記割
面間に保持したことを特徴とする１頭上カム軸式エンジ
ンにより達成される。(Structure of the Invention) According to the present invention, this object is achieved with respect to the cylinder center axis in a single overhead camshaft engine which is provided with a plurality of intake valves and a plurality of exhaust valves, each of which is opened and closed by a single camshaft. A plurality of intake/exhaust valves arranged on a greatly inclined plane, a camshaft held between the split surfaces of the cylinder head and head cover that directly drives these intake/exhaust valves, and a camshaft located close to and almost parallel to the cylinder center axis. A rocker arm that opens and closes these exhaust/intake valves, and a spark plug facing near the center of the cylinder. This is achieved by a one-overhead camshaft engine characterized in that the split surface is held between the attachment/detachment hole of the camshaft and the camshaft so as to be parallel to the camshaft.
ここにロッカ軸とカム軸とを保持するシリンダヘッドと
ヘッドカバーとの割面は、シリンダとシリンダヘッドと
の割面に平行にすることができる。The cut surfaces of the cylinder head and the head cover that hold the rocker shaft and the camshaft can be made parallel to the cut surfaces of the cylinder and the cylinder head.
（実施例）
第１図は本発明の一実施例である■型６気筒エンジンの
全体概略図、第２図はその左バンクの動弁室を示す平面
図、第３．４．５図は第２図におけるＩＩＩ −Ｉｎ線
、ＩＶ −ＩＶ 線およびＶ−Ｖ線断面図、第６図は弁
配置を示すためのシリンダヘッドの底面図である。(Example) Fig. 1 is an overall schematic diagram of a type 6-cylinder engine according to an embodiment of the present invention, Fig. 2 is a plan view showing the left bank valve chamber, and Figs. 3.4.5 are FIG. 2 is a sectional view taken along lines III-In, IV-IV and V-V, and FIG. 6 is a bottom view of the cylinder head to show the valve arrangement.
第１図でエンジンは略Ｖ型を形成する一対のバンク１０
．１０を持ち、各バンクｌＯは正面視略５角形のシリン
ダブロック１２に取付けられたシリンラグヘッド１４お
よびヘッドカバー、１６を有する。両バンク１０．１０
のシリンダ１８．１８は９０°をなし、互いに対をなす
各バンク１０．１０内の気筒のピストン２０．２０は、
クランク軸２２の３０°の位相差を持つクランクビン２
４ａ、２４ｂにそれぞれコンロッド２６．２６により連
結されている。各バンク１０．１０には、両バンク１０
．１０の間に形成されるＶ型の谷側に配設された吸気管
２８が接続され、排気管３０．３０は各バンク１０．１
０の外側面に接続されている。３１はオイルパンである
。In FIG. 1, the engine has a pair of banks 10 forming an approximately V shape.
．． 10, and each bank IO has a cylinder lug head 14 and a head cover 16 attached to a cylinder block 12 that is approximately pentagonal in front view. Both banks 10.10
The cylinders 18.18 of the cylinders 18.18 form an angle of 90°, and the pistons 20.20 of the cylinders in each bank 10.10 that form a pair with each other are
Crankbin 2 with 30° phase difference of crankshaft 22
4a and 24b by connecting rods 26 and 26, respectively. Each bank 10.10 has both banks 10
．． The intake pipe 28 disposed on the valley side of the V-shape formed between the banks 10 and 10 is connected, and the exhaust pipe 30.30 is connected to each bank 10.1.
Connected to the outer surface of 0. 31 is an oil pan.
次にシリンダヘッド１４を説明するが、左右対称である
から左側のバンク１０のシリンダヘッド１４を用いて説
明する。Next, the cylinder head 14 will be explained, but since it is bilaterally symmetrical, the cylinder head 14 of the left bank 10 will be used for explanation.
シリンダヘッド１４には３つの気筒に対するシリンダ１
８がクランク軸２２と平行に並設され、各気筒はシリン
ダ中心軸Ａ付近に配設された点火栓３２と、この点火栓
３２を挟みクランク軸２２に並設された２つの排気弁３
４．３４と、これらの排気弁３４．３４を含む平面Ｂ（
第４図）を挟んでＶ型の谷側に配設された一対の吸気弁
３６．３６とを備える。このため燃焼室３８は第３．６
図に示すようにクランク軸２２方向に長いバスタブ型と
なり、平面Ｂを挟んで吸気弁３６の反対側に大面積のス
キッシュエリヤＣが形成される。The cylinder head 14 has cylinder 1 for three cylinders.
8 are arranged in parallel to the crankshaft 22, and each cylinder has an ignition plug 32 arranged near the cylinder center axis A, and two exhaust valves 3 arranged in parallel on the crankshaft 22 with the ignition plug 32 in between.
4.34 and plane B (including these exhaust valves 34.34)
A pair of intake valves 36 and 36 are provided at the valley sides of the V-shape with a gap (Fig. 4) in between. Therefore, the combustion chamber 38 is
As shown in the figure, it has a bathtub shape that is long in the direction of the crankshaft 22, and a large squish area C is formed on the opposite side of the intake valve 36 with the plane B in between.
前記２つの排気弁３４．３４を含む平面Ｂはシリンダ中
心軸Ａにほぼ平行でかつ接近し、また２つの吸気弁３６
．３６を含む平面Ｄ（第４図）はシリンダ中心軸Ａに対
してＶ型の谷側へ太き（傾き、両手面Ｂ、ＤによりＶ型
が形成される。The plane B including the two exhaust valves 34, 34 is approximately parallel to and close to the cylinder central axis A, and the plane B including the two intake valves 36
．． A plane D (FIG. 4) including 36 is thicker (inclined) toward the valley side of the V shape with respect to the cylinder center axis A, and a V shape is formed by both hand surfaces B and D.
これらの排気弁３４、吸気弁３６を開閉する動弁装置は
、シリンダヘッド１４とヘッドカバー１６との間に形成
される動弁室に収容される。A valve train that opens and closes these exhaust valves 34 and intake valves 36 is housed in a valve train chamber formed between the cylinder head 14 and the head cover 16.
４０はクランク軸２２に平行な１本のカム軸であり、そ
の中心は吸気弁３６．３６を含む平面り上にあって、吸
気弁３６．３６のバルプリフタ４２．４２を直接押圧し
て吸気弁３６．３６を同位相で開閉する。４４は側平面
Ｂ、Ｄ間に位置しカム軸４０と平行なロッカ軸である。40 is one camshaft parallel to the crankshaft 22, the center of which is on a plane containing the intake valve 36.36, and directly presses the valve lifter 42.42 of the intake valve 36.36 to open the intake valve. 36.36 are opened and closed in the same phase. 44 is a rocker shaft located between the side planes B and D and parallel to the camshaft 40.
前記ヘッドカバー１６とシリンダヘッド１４との割面は
、シリンダヘッド１４とシリンダブロック１２との割面
と平行であり、これらカム軸４０とロッカ軸４４とはヘ
ッドカバー１６とシリンダヘッド１４との割面上に位置
する。カム軸４０とロッカ軸４４は両端がシリンダヘッ
ド１４とヘッドカバー１６との割面間に保持される一方
、各気筒の中央上方においてシリンダヘッド１４とキャ
ップ４６との間に保持されている。このキャップ４６は
、カム軸４０を挟む一対のボルト４８．４８と、ロッカ
軸４４を貫通するボルト５０とによりシリンダヘッド１
４に固定される。ロッカ軸４４にはキャップ４６を挟ん
で一対のロッカアーム５２．５２が保持され、これらロ
ッカアーム５２の一端はカム軸４０の吸気側カム４０ａ
、４０ａの外側に位置する排気側カム４０ｂ、４０ｂに
上方から摺接し、他端は排気弁３４．３４の上端に当接
する。なおりム軸４０は第４図で時計方向に回転する。The cut plane between the head cover 16 and the cylinder head 14 is parallel to the cut plane between the cylinder head 14 and the cylinder block 12, and the cam shaft 40 and the rocker shaft 44 are parallel to the cut plane between the head cover 16 and the cylinder head 14. Located in Both ends of the camshaft 40 and the rocker shaft 44 are held between the split surfaces of the cylinder head 14 and the head cover 16, and are held between the cylinder head 14 and the cap 46 above the center of each cylinder. This cap 46 is attached to the cylinder head by a pair of bolts 48 and 48 that sandwich the camshaft 40 and a bolt 50 that passes through the rocker shaft 44.
It is fixed at 4. A pair of rocker arms 52 and 52 are held on the rocker shaft 44 with a cap 46 in between, and one end of these rocker arms 52 is attached to the intake side cam 40a of the camshaft 40.
, 40a from above, and the other end contacts the upper end of the exhaust valve 34, 34. The ram shaft 40 rotates clockwise in FIG.
５４は点火栓３２の着脱孔であり、金属製バイブの下端
をシリンダヘッド１４に圧太し、上端をヘッドカバー１
６に保持したものであり、ヘッドカバー１６に形成した
開口にプラグキャップ５６を差込むことによりプラグコ
ードが点火栓３２に接続される。なお着脱孔５４の上端
外周にはＯリングが装着され、このＯリングがヘッドカ
バー１６側の嵌合孔の内周面に密着して動弁室の液密性
が確保されている。５８は電磁式燃料噴射弁であり、吸
気弁３６に°連続する吸気通路６０内の、各吸気弁３６
．３６への分岐部付近を指向してガソリン燃料を噴射す
る。前記ロッカ軸４４には、ロッカアーム５２の軸方向
への移動を規制するために金属または樹脂製のクリップ
６２が装着されている。すなわちこのクリップ６２はロ
ッカ軸４４の両端と各気筒間に位置する。Reference numeral 54 designates an attachment/detachment hole for the ignition plug 32; the lower end of the metal vibrator is pressed into the cylinder head 14, and the upper end is inserted into the head cover 1.
6, and the plug cord is connected to the spark plug 32 by inserting the plug cap 56 into the opening formed in the head cover 16. An O-ring is attached to the outer periphery of the upper end of the attachment/detachment hole 54, and this O-ring is in close contact with the inner circumferential surface of the fitting hole on the head cover 16 side to ensure liquid tightness of the valve chamber. Reference numeral 58 denotes an electromagnetic fuel injection valve, which is connected to each intake valve 36 in an intake passage 60 that is continuous with the intake valve 36.
．． Gasoline fuel is injected toward the vicinity of the branch to 36. A clip 62 made of metal or resin is attached to the rocker shaft 44 in order to restrict movement of the rocker arm 52 in the axial direction. That is, this clip 62 is located between both ends of the rocker shaft 44 and each cylinder.
このように動弁機構が予備組立てされたシリンダヘッド
１４は、複数のヘッドボルト６４．６６によってシリン
ダブロック１２に固定される。これらヘッドボルト６４
．６６は六角孔付きボルトであって、シリンダヘッド１
４の両端と各気筒間とに位置する。ヘッドボルト６４は
シリンダヘッド１４の排気弁３４側の外側に突設された
フランジ部１４ａを貫通してシリンダヘッド１４に螺着
。The cylinder head 14 with the valve mechanism preassembled in this manner is fixed to the cylinder block 12 by a plurality of head bolts 64 and 66. These head bolts 64
．． 66 is a hexagon socket bolt, which is attached to the cylinder head 1.
4 and between each cylinder. The head bolt 64 passes through a flange portion 14a protruding from the outside of the cylinder head 14 on the exhaust valve 34 side and is screwed into the cylinder head 14.
される、ヘッドボルト６６はカム軸４０とロッカ軸４４
の間の下方に位置する。この実施例では、このボルト６
６はその着脱時にロッカ軸４４に干渉するので、ロッカ
軸４４に第２．５図に示す切欠部４４ａを形成しである
。従ってクリップ６２を取外せばボルト６６はアレンキ
ードライバを用いて着脱できる。The head bolt 66 is connected to the camshaft 40 and the rocker shaft 44.
Located below between. In this embodiment, this bolt 6
6 interferes with the rocker shaft 44 when it is attached or detached, so a notch 44a shown in FIG. 2.5 is formed in the rocker shaft 44. Therefore, once the clip 62 is removed, the bolt 66 can be installed or removed using an Allen key driver.
この実施例は排気弁３４．３４間に点火栓３２を位置さ
せたので、排気弁３４．３４が互いに離れることになり
シリンダヘッド１４の冷却性が良（なる、また排気弁３
４付近の熱がスキッシュエリヤＣに均等に伝わり、ここ
に挟まれる混合気を適度に温めてその燃焼速度を増大し
、異常燃焼によるノッキングの発生を抑制することがで
きる。In this embodiment, the ignition plug 32 is located between the exhaust valves 34, 34, so the exhaust valves 34, 34 are separated from each other, which improves the cooling performance of the cylinder head 14.
The heat around squish area C is evenly transmitted to squish area C, which moderately warms the air-fuel mixture sandwiched therein, increases its combustion speed, and suppresses the occurrence of knocking due to abnormal combustion.
第７図は他の実施例の弁配置を示す図であり、点火栓３
２を挟んで吸気弁３６Ａ、３６Ａを配置したものである
。この実施例によれば、吸気弁３６Ａ、３６Ａが互いに
離れるので燃焼室内での吸気同志の干渉による吸気効率
の低下が発生しにくくなり、また吸気弁３６Ａの径を排
気弁３４Ａよりも無理なく大きく設定でき、シリンダ１
８の円形の空間を有効利用できる。FIG. 7 is a diagram showing the valve arrangement of another embodiment, in which the ignition plug 3
Intake valves 36A and 36A are arranged with 2 in between. According to this embodiment, since the intake valves 36A and 36A are separated from each other, a decrease in intake efficiency due to interference between intakes in the combustion chamber is less likely to occur, and the diameter of the intake valve 36A is reasonably larger than that of the exhaust valve 34A. Can be set, cylinder 1
8 circular spaces can be used effectively.
第８図はさらに他の実施例のシリンダヘッドの平面図、
第９図はそのＩＸ−ＩＸ線断面図である。この実施例は
カム軸４０Ａとロッカ軸４４Ａを保持するキャップ４６
Ａに、点火栓着脱孔５４Ａを一体に形成し、この着脱孔
５４Ａをシリンダヘッド１４Ａ側に形成した点火栓着脱
孔５４Ｂに連通させ、３本のボルト７０ａ、７０ｂ、７
０ｃにより固定したものである。なおこのキャップ４６
Ａとシリンダヘッド１２Ａとの台面にはＯリング７２が
挟持され、キャップ４６Ａとヘッドカバー１６Ａとの間
にはゴムシール７４が挟持されている。FIG. 8 is a plan view of a cylinder head of yet another embodiment;
FIG. 9 is a sectional view taken along the line IX-IX. In this embodiment, a cap 46 that holds a camshaft 40A and a rocker shaft 44A is used.
An ignition plug attachment hole 54A is integrally formed in A, and this attachment hole 54A is communicated with an ignition plug attachment hole 54B formed on the cylinder head 14A side, and three bolts 70a, 70b, 7
It is fixed at 0c. Furthermore, this cap 46
An O-ring 72 is sandwiched between the base surface of the cylinder head 12A and the cylinder head 12A, and a rubber seal 74 is sandwiched between the cap 46A and the head cover 16A.
この実施例によれば部品点数が減少し、点火栓着脱孔５
４Ａ、Ｂのシール性が向上する。According to this embodiment, the number of parts is reduced, and the ignition plug attachment/removal hole 5
The sealing properties of 4A and B are improved.
（発明の効果）
本発明は以上のように、シリング中心軸に対して大きく
傾いた平面上に複数の吸気弁（または排気弁）とカム軸
とを配置し、シリング中心軸にほぼ平行な平面上に複数
の排気弁（または吸気弁）を配置したから、シリング中
心軸方向の寸法を小さ（することができ、エンジンの小
型化が図れる。(Effects of the Invention) As described above, the present invention arranges a plurality of intake valves (or exhaust valves) and a camshaft on a plane largely inclined with respect to the Schilling central axis, and arranges a plurality of intake valves (or exhaust valves) and a camshaft on a plane substantially parallel to the Schilling central axis. Since a plurality of exhaust valves (or intake valves) are arranged on the top, the dimension in the direction of the Schilling center axis can be reduced, and the engine can be made smaller.
またロッカ軸はカム軸と点火栓着脱孔との間にカム軸に
平行に無理なく配置できるから、ロッカ軸を分割するこ
となくカム軸を燃焼室に近づけてエンジンを一層小型化
することが可能である。In addition, since the rocker shaft can be comfortably placed parallel to the camshaft between the camshaft and the spark plug attachment/removal hole, it is possible to move the camshaft closer to the combustion chamber without having to separate the rocker shaft, making the engine even more compact. It is.
ここにロッカ軸とカム軸とを保持するシリンダヘッドと
ヘッドカバーとの割面を、シリングとシリンダヘッドと
の割面に平行にすれば、これらの機械加工が簡単になる
だけでな（、ロッカ軸を燃焼室に一層接近させてエンジ
ンの小型化を一層促進することができる。If the cut surfaces of the cylinder head and head cover that hold the rocker shaft and camshaft are made parallel to the cut surfaces of the cylinder and cylinder head, machining of these parts will not only be easier (but also By bringing the engine closer to the combustion chamber, it is possible to further promote downsizing of the engine.
第１図は本発明の一実施例である■型６気筒エンジンの
全体概略図、第２図はその左バンクの動弁室を示す平面
図、第３．４．５図は第２図におけるＩＩＩ −ＩＩＩ
線、ＩＶ −ＩＶ線およびＶ−Ｖ線断面図、第６図は弁
配置を示すためのシリンダヘッドの底面図である。第７
図は他の実施例の弁配置を示す図、第８図はさらに他の
実施例のシリンダヘッドの平面図、第９図はそのＩＸ−
ＩＸ線断面図である。
１４．１４Ａ・・・シリンダヘッド、
１６．１６Ａ・・・ヘッドカバー
３２・・・点火栓、３４．３４Ａ・・・排気弁、３６．
３６Ａ・・・吸気弁、
４０．４０Ａ・・・カム軸、
４４．４４Ａ・・・ロッカ軸、
５２・・・ロッカアーム、
Ａ・・・シリング中心軸、
Ｂ・・・シリンダ中心軸にほぼ平行な平面、Ｄ・・・大
きく傾いた平面。
特許出願人 ヤマハ発動機株式会社Fig. 1 is an overall schematic diagram of a type 6-cylinder engine according to an embodiment of the present invention, Fig. 2 is a plan view showing the left bank valve chamber, and Figs. III-III
FIG. 6 is a bottom view of the cylinder head to show the valve arrangement. 7th
The figure shows the valve arrangement of another embodiment, FIG. 8 is a plan view of the cylinder head of still another embodiment, and FIG. 9 is the IX-
It is a sectional view taken along the IX line. 14.14A...Cylinder head, 16.16A...Head cover 32...Ignition plug, 34.34A...Exhaust valve, 36.
36A... Intake valve, 40.40A... Camshaft, 44.44A... Rocker shaft, 52... Rocker arm, A... Silling center axis, B... Almost parallel to cylinder center axis Plane, D...A greatly tilted plane. Patent applicant Yamaha Motor Co., Ltd.
Claims (2)
、これらを１本のカム軸により開閉する１頭上カム軸式
エンジンにおいて、 シリンダ中心軸に対し大きく傾いた平面上に配した複数
の吸／排気弁と、シリンダヘッドとヘッドカバーとの割
面間に保持されこれら吸／排気弁を直接駆動するカム軸
と、シリンダ中心軸に近接しかつほぼ平行な平面上に配
した複数の排／吸気弁と、これら排／吸気弁を開閉する
ロッカアームと、シリンダ中心付近に臨む１つの点火栓
とを備え、前記ロッカアームを保持するロッカ軸を、前
記点火栓の着脱孔とカム軸との間でカム軸に平行となる
ように前記割面間に保持したことを特徴とする１頭上カ
ム軸式エンジン。(1) In a single overhead camshaft engine that is equipped with a plurality of intake valves and exhaust valves, each of which is opened and closed by a single camshaft, the plurality of intake valves are arranged on a plane that is greatly inclined with respect to the cylinder center axis. / Exhaust valve, camshaft held between the split surfaces of the cylinder head and head cover and directly driving these intake/exhaust valves, and multiple exhaust/intake valves arranged on a plane close to and almost parallel to the cylinder center axis. A rocker arm that opens and closes these exhaust/intake valves, and a spark plug facing near the center of the cylinder, and a rocker shaft that holds the rocker arm is inserted into the cam shaft between the attachment/removal hole of the spark plug and the cam shaft. A single overhead camshaft engine, characterized in that it is held between the split surfaces so as to be parallel to the shaft.
シリンダとシリンダヘッドとの割面に平行であることを
特徴とする請求項（１）記載の１頭上カム軸式エンジン
。(2) The split surface of the cylinder head and head cover is
2. The single overhead camshaft engine according to claim 1, wherein the camshaft is parallel to a dividing plane between the cylinder and the cylinder head.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63204752A JP2732077B2 (en) | 1988-08-19 | 1988-08-19 | One overhead camshaft engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63204752A JP2732077B2 (en) | 1988-08-19 | 1988-08-19 | One overhead camshaft engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0255815A true JPH0255815A (en) | 1990-02-26 |
| JP2732077B2 JP2732077B2 (en) | 1998-03-25 |
Family
ID=16495751
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63204752A Expired - Fee Related JP2732077B2 (en) | 1988-08-19 | 1988-08-19 | One overhead camshaft engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2732077B2 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3219019A (en) * | 1962-08-23 | 1965-11-23 | Gen Motors Corp | Internal combustion engine valve gear |
| JPS4890005U (en) * | 1972-02-04 | 1973-10-30 | ||
| JPS6318107A (en) * | 1986-07-09 | 1988-01-26 | Honda Motor Co Ltd | Valve actuator for internal combustion engine |
-
1988
- 1988-08-19 JP JP63204752A patent/JP2732077B2/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3219019A (en) * | 1962-08-23 | 1965-11-23 | Gen Motors Corp | Internal combustion engine valve gear |
| JPS4890005U (en) * | 1972-02-04 | 1973-10-30 | ||
| JPS6318107A (en) * | 1986-07-09 | 1988-01-26 | Honda Motor Co Ltd | Valve actuator for internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2732077B2 (en) | 1998-03-25 |
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