JPH0578641B2 - - Google Patents
Info
- Publication number
- JPH0578641B2 JPH0578641B2 JP57204470A JP20447082A JPH0578641B2 JP H0578641 B2 JPH0578641 B2 JP H0578641B2 JP 57204470 A JP57204470 A JP 57204470A JP 20447082 A JP20447082 A JP 20447082A JP H0578641 B2 JPH0578641 B2 JP H0578641B2
- Authority
- JP
- Japan
- Prior art keywords
- camshaft
- combustion chamber
- valve
- view
- rocker arms
- 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 claims description 38
- 210000001331 nose Anatomy 0.000 claims description 12
- 238000010304 firing Methods 0.000 claims description 2
- 230000000694 effects Effects 0.000 description 3
- 230000002452 interceptive effect Effects 0.000 description 1
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
- F01L1/26—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
-
- 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
-
- 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)
- Valve-Gear Or Valve Arrangements (AREA)
Description
【発明の詳細な説明】
〔発明の技術分野〕
本発明は一つの燃焼室に複数個ずつの吸気弁と
排気弁とを設けたエンジンにおいて、その動弁機
構のコンパクト化と高性能化を可能にした頭上カ
ム軸式多バルブエンジンに関する。[Detailed Description of the Invention] [Technical Field of the Invention] The present invention makes it possible to downsize and improve the performance of the valve mechanism in an engine in which a plurality of intake valves and exhaust valves are provided in one combustion chamber. This article concerns an overhead camshaft multi-valve engine.
〔従来技術〕
従来、一つの燃焼室に吸気弁と排気弁とを２個
ずつ４バルブ設け、この４バルブを燃焼室上方に
横設した１本のカム軸によりロツカーアームを介
して駆動するようにした所謂頭上カム軸式４バル
ブエンジンがある。このエンジンは、吸気弁を複
数にすることによつて吸気充填効率をアツプし、
また排気弁を複数にすることによつて排気抵抗を
低減するため高速用エンジンとして優れている。[Prior art] Conventionally, one combustion chamber was provided with four intake valves and two exhaust valves, and these four valves were driven by a single camshaft placed horizontally above the combustion chamber via a Rocker arm. There is a so-called overhead camshaft 4-valve engine. This engine increases intake air filling efficiency by having multiple intake valves.
Also, by having multiple exhaust valves, exhaust resistance is reduced, making it an excellent high-speed engine.
しかし、このような多バルブによる頭上カム軸
式エンジンは、動弁機構として多数本のロツカー
アームが必要であるため、これらを収納するた
め、カム室のスペースを広げなければならなくな
る。その結果としてシリンダヘツド上部は大型化
し、重量増加を招くようになつていた。 However, such a multi-valve overhead camshaft engine requires a large number of rocker arms as a valve operating mechanism, so the space in the cam chamber must be expanded to accommodate these. As a result, the upper part of the cylinder head has become larger, leading to an increase in weight.
従来、このような大型化防止対策として、２本
ずつのロツカーアームを軸受部で一体化し、その
共通の軸受部によつて２本を同時に枢支するよう
にしたものである。しかし、２本のロツカーアー
ムが一体であるため、それだけ重量が増加し、そ
のためにカム軸に対する追従性を悪化し、また各
弁毎にバルブタイミング等をずらせる細かな調整
を難しくしていた。そのため、エンジンの高性能
化の障害になつていた。 Conventionally, as a measure to prevent such an increase in size, two rocker arms are integrated at a bearing portion, and the two rocker arms are simultaneously supported by the common bearing portion. However, since the two Rocker arms are integrated, the weight increases accordingly, which deteriorates the ability to follow the camshaft and makes it difficult to make fine adjustments such as shifting the valve timing for each valve. This has been an obstacle to improving engine performance.
また、多バルブ化によつて一つの燃焼室当りに
複数本の弁軸やロツカーアームが集中配置される
ため、これらに干渉しないように点火栓の配置に
も工夫が必要になるが、その取付けによつては更
なるシリンダヘツド上部の大型化を招き、しかも
エンジン性能にも影響を及ぼすようになる。 In addition, due to multi-valve design, multiple valve stems and rocker arms are concentrated in one combustion chamber, so it is necessary to arrange the spark plugs carefully so as not to interfere with them. This will eventually lead to further enlargement of the upper part of the cylinder head, and will also affect engine performance.
本発明の目的は、上述のような頭上カム軸式多
バルブエンジンにおいて、その動弁機構のコンパ
クト化と共に、一層の高性能化を図るようにする
ことにある。
SUMMARY OF THE INVENTION An object of the present invention is to provide an overhead camshaft multi-valve engine as described above with a more compact valve mechanism and further improved performance.
上記目的を達成する本発明の頭上カム軸式多バ
ルブエンジンは、一つの燃焼室の上方に該燃焼室
の全域を跨ぐように１本のカム軸を配置すると共
に、該燃焼室に前記カム軸の軸心を挟んで複数の
吸気弁と複数の排気弁とを互いに反対側に振り分
け配置し、前記吸気弁及び排気弁と前記カム軸上
のカムノーズとの間に、それぞれ各弁毎に独立に
揺動自在なロツカーアームを介在させると共に、
平面視にてこれらロツカーアームの全てを互いに
平行配置し、前記カムバーズを平面視にてほぼシ
リンダボア内に収め、かつ点火栓を平面視にて前
記カム軸の軸方向に一致させて上端側をシリンダ
ボア外側に位置させると共に、側面視にて斜めに
なるように取り付け、その発火部を燃焼室のセン
ター部に臨ませ、燃焼室の外側に延びるその上端
を前記カム軸よりも低くしたことを特徴とするも
のである。
The overhead camshaft multi-valve engine of the present invention which achieves the above object has one camshaft disposed above one combustion chamber so as to straddle the entire area of the combustion chamber, and the camshaft located in the combustion chamber. A plurality of intake valves and a plurality of exhaust valves are distributed and arranged on opposite sides of the axial center of the camshaft, and each valve is independently arranged between the intake valve and the exhaust valve and the cam nose on the camshaft. In addition to intervening a rocker arm that can swing freely,
All of these rocker arms are arranged parallel to each other in plan view, the cam bars are housed approximately within the cylinder bore in plan view, and the spark plug is aligned with the axial direction of the camshaft in plan view so that the upper end side is located outside the cylinder bore. The camshaft is located at the camshaft and is mounted obliquely when viewed from the side, with its ignition part facing the center of the combustion chamber, and its upper end extending outside the combustion chamber being lower than the camshaft. It is something.
このようにロツカーアームを各弁毎に独立に設
け、かつこれらを互いに平行に配置したことによ
つて、複数のロツカーアームをカム軸の軸方向に
幅寄せした状態にコンパクトに配置することがで
きる。また、複数のロツカーアームが互いに独立
しているから、個々のロツカーアーム毎の重量が
小さくなり、カム軸に対する追従性を向上する。
また、各弁毎のバルブタイミングの微調整も容易
になるから、一層の高性能化を図ることができ
る。 By providing rocker arms independently for each valve and arranging them parallel to each other in this manner, it is possible to compactly arrange a plurality of rocker arms so that they are spaced apart in the axial direction of the camshaft. Furthermore, since the plurality of rocker arms are independent from each other, the weight of each rocker arm is reduced, and the ability to follow the camshaft is improved.
Further, since fine adjustment of the valve timing for each valve becomes easy, even higher performance can be achieved.
また、点火栓を平面視にてカム軸の軸方向に一
致させると共に、側面視にて斜めにて、燃焼室の
外側に延びる上端部をカム軸より低くしたことに
より、点火栓を弁軸やロツカーアームに干渉させ
ることなくカム軸全体を下方にコンパクトに配置
することができる。さらに、上記点火栓の配置に
より吸気孔間の距離や排気孔間の距離を可及的に
短縮できるようになつて吸排気抵抗を低減させ、
これに点火栓発火部の燃焼室中央への配置による
燃焼伝播効率の向上効果が相乗してエンジン性能
を向上するようになる。さらにカムノーズを平面
視にてほぼシリンダボア内に収めたため、上述の
吸気孔間の距離や排気孔間の距離短縮を一層有利
にて、エンジン性能の一層の向上に寄与するよう
になる。 In addition, by aligning the ignition plug with the axial direction of the camshaft when viewed from above, and by making the upper end extending toward the outside of the combustion chamber lower than the camshaft when viewed diagonally from the side, the ignition plug is aligned with the camshaft. The entire camshaft can be compactly placed below without interfering with the rocker arm. Furthermore, by arranging the spark plugs, the distance between the intake holes and the distance between the exhaust holes can be shortened as much as possible, reducing intake and exhaust resistance.
This is combined with the effect of improving combustion propagation efficiency due to the placement of the spark plug ignition part in the center of the combustion chamber, resulting in improved engine performance. Furthermore, since the cam nose is housed almost within the cylinder bore in plan view, the distance between the intake holes and the distance between the exhaust holes can be further advantageously shortened, contributing to further improvement in engine performance.
以下、図に示す実施例について説明する。 The embodiment shown in the figures will be described below.
シリンダヘツド１は、その下面側に燃焼室２を
形成し、その燃焼室２の下方に図示しないシリン
ダを設けるようにしている。点火栓３は燃焼室２
に向けてシリンダヘツド２を斜めに貫通し、上端
を外部に露出させる一方、下端の発火部３ａを燃
焼室２のセンターＣに臨ませている。この発火部
３ａは、燃焼室２の上面から凹部（副室）を形成
して引つ込んだ部分に臨むようにしてある。ま
た、燃焼室２の上面には、それぞれ２個ずつの吸
気弁４，４と排気弁５，５とが互いに反対側に振
り分けて配置されている。 The cylinder head 1 has a combustion chamber 2 formed on its lower surface, and a cylinder (not shown) is provided below the combustion chamber 2. Spark plug 3 is combustion chamber 2
It penetrates the cylinder head 2 diagonally toward the cylinder head 2 and exposes the upper end to the outside, while the firing part 3a at the lower end faces the center C of the combustion chamber 2. This ignition part 3a faces a recessed part formed by forming a recessed part (sub-chamber) from the upper surface of the combustion chamber 2. Further, on the upper surface of the combustion chamber 2, two intake valves 4, 4 and two exhaust valves 5, 5 are arranged on opposite sides.
燃焼室２の上方にはカム室１５が設けられてい
る。このカム室１５は、カム室上部を覆うカバー
１ａと共にシリンダヘツド１と一体に鋳造されて
いる。カム室１５内には、それぞれ２本の棒軸
６，７が上記吸気弁４，４と排気弁５，５の各列
方向に平行に設けられている。このうち、一方の
棒軸６には、互いに独立に揺動自在なロツカーア
ーム８，８が、その軸受部８ａ，８ａを軸支さ
れ、一方の端部を吸気弁４，４の弁軸４ａ，４ａ
の端部に当接させ、他方の端部をカム軸１０に当
接させている。また、他方の棒軸７には、同じく
互いに独立に揺動自在なロツカーアーム９，９
が、その軸受部９ａ，９ａを軸支され、一方の端
部を排気弁５，５の弁軸５ａ，５ａの端部に当接
させ、他方の端部をカム軸１０に当接させてい
る。４本のロツカーアーム８，８，９，９は互い
に平行に、しかも棒軸６，７の軸方向に接近し合
うように配置されて、全体としてコンパクトにな
つている。 A cam chamber 15 is provided above the combustion chamber 2 . The cam chamber 15 is cast integrally with the cylinder head 1 together with a cover 1a covering the upper part of the cam chamber. Inside the cam chamber 15, two rod shafts 6 and 7 are provided in parallel to each row of the intake valves 4 and exhaust valves 5 and 5, respectively. Among these, rocker arms 8, 8, which can swing independently from each other, are supported on one of the rod shafts 6 by their bearings 8a, 8a, and one end is connected to the valve shafts 4a, 4 of the intake valves 4, 4. 4a
and the other end is brought into contact with the camshaft 10. Further, the other rod shaft 7 is provided with rocker arms 9, 9, which are also swingable independently of each other.
is supported by its bearing parts 9a, 9a, one end is brought into contact with the end of the valve shafts 5a, 5a of the exhaust valves 5, 5, and the other end is brought into contact with the camshaft 10. There is. The four rocker arms 8, 8, 9, and 9 are arranged parallel to each other and close to each other in the axial direction of the rod shafts 6 and 7, making the rod shaft compact as a whole.
カム軸１０は、燃焼室２の上方において、吸気
弁４，４と排気弁５，５との間を、燃焼室のセン
ターＣからやや排気弁側にオフセツトして横切る
ように配置されている。カム軸１０は、この配置
でカム室１５内を貫通し、一方の端部を点火栓３
の上方を覆うようにオーバハングすると共に、他
方の端部をカム室１５の外に突出させ、その軸端
にスプロケツト１１を固定している。このスプロ
ケツト１１には、図示しないクランク軸から動力
が入力するようになつている。 The camshaft 10 is disposed above the combustion chamber 2 so as to cross between the intake valves 4, 4 and the exhaust valves 5, 5 with a slight offset toward the exhaust valve side from the center C of the combustion chamber. In this arrangement, the camshaft 10 penetrates the inside of the cam chamber 15 and connects one end to the spark plug 3.
The other end protrudes outside the cam chamber 15, and the sprocket 11 is fixed to the shaft end thereof. Power is input to this sprocket 11 from a crankshaft (not shown).
また、カム軸１０にはカムノーズ１２，１２，
１３，１３が形成され、このうちのカムノーズ１
２，１２にロツカーアーム８，８の端部が当接
し、またカムノーズ１３，１３にはロツカーアー
ム９，９の端部が当接するようになつている。こ
のようにしてカム軸１０がクランク軸により駆動
されると、これらのカムノーズ１２，１２，１
３，１３を介して４本のロツカーアーム８，８，
９，９がそれぞれ独立に駆動され、吸気弁４，４
と排気弁５，５とを開閉駆動する。また、カムノ
ーズ１２，１２，１３，１３は、平面視にてほぼ
シリンダボア内に収められており（第２図参照）、
このような配置により吸気弁４，４間の距離（吸
気孔間距離）及び排気弁５，５間の距離（排気孔
間距離）を可及的に短縮するようにしている。点
火栓３は、平面視にてカム軸１０の軸方向に一致
し、かつ側面視にて斜めに取り付けられ、燃焼室
２の外側に延びる上端をカム軸１０より低くして
いる。これによつて、点火栓３は弁軸やロツカー
アームに干渉することなく、カム軸全体が低くな
るようにしている。 The camshaft 10 also has cam noses 12, 12,
13, 13 are formed, of which cam nose 1
The ends of the rocker arms 8, 8 are brought into contact with the cam noses 2, 12, and the ends of the rocker arms 9, 9 are brought into contact with the cam noses 13, 13. When the camshaft 10 is driven by the crankshaft in this way, these cam noses 12, 12, 1
3, 13 through four Rocker arms 8, 8,
9, 9 are driven independently, and the intake valves 4, 4
and the exhaust valves 5, 5 are driven to open and close. In addition, the cam noses 12, 12, 13, 13 are almost housed within the cylinder bore in plan view (see Fig. 2).
With this arrangement, the distance between the intake valves 4 (distance between intake holes) and the distance between the exhaust valves 5 (distance between exhaust holes) are shortened as much as possible. The ignition plug 3 coincides with the axial direction of the camshaft 10 in a plan view, is attached obliquely in a side view, and has an upper end extending outside the combustion chamber 2 lower than the camshaft 10. As a result, the spark plug 3 does not interfere with the valve shaft or the rocker arm, and the entire camshaft is lowered.
また、上記点火栓３の配置により、吸気弁４，
４間の距離及び排気弁５，５間の距離を可及的に
短縮させ、円滑な吸排気を促進できるようにして
いる。さらに、発火部３ａを燃焼室２のセンター
部Ｃに臨ませて、燃焼効率を向上させる効果が相
乗することによつて、エンジン性能を一層向上さ
せるようにしている。 Also, due to the arrangement of the spark plug 3, the intake valve 4,
4 and the distance between the exhaust valves 5 and 5 are shortened as much as possible to promote smooth intake and exhaust. Furthermore, by arranging the ignition part 3a to face the center part C of the combustion chamber 2, the effects of improving combustion efficiency are synergized, thereby further improving engine performance.
上述した頭上カム軸式４バルブエンジンは、ロ
ツカーアーム８，８，９，９が各弁毎に独立に設
けられ、かつ互いに平行に配置されている。この
ような平行配置によつて、複数のロツカーアーム
８，８，９，９はカム軸１０の軸方向に幅寄せさ
れた状態にコンパクトになつている。 In the above-mentioned overhead camshaft type four-valve engine, rocker arms 8, 8, 9, and 9 are provided independently for each valve and are arranged parallel to each other. Due to such parallel arrangement, the plurality of rocker arms 8, 8, 9, 9 are compactly spaced apart in the axial direction of the camshaft 10.
また、４本のロツカーアーム８，８，９，９は
互いに独立に運動するから、従来の２本毎に一体
化されたものよりも個々の重量が小さくなり、揺
動時の運動量が小さくなる。したがつて、カム軸
１０に対する追従性が向上し、また弁毎のバルブ
タイミングの細かなズレ調整が可能になるから、
エンジン性能の一層の向上を容易にする。 Furthermore, since the four rocker arms 8, 8, 9, and 9 move independently of each other, their individual weights are smaller than in the conventional case in which every two rocker arms are integrated, and the amount of momentum during rocking is reduced. Therefore, the ability to follow the camshaft 10 is improved, and it is also possible to finely adjust the valve timing for each valve.
Facilitates further improvement of engine performance.
また、上記実施例では、カム室１５がシリンダ
ヘツド１の鋳造時にカバー１ａと共に一体成形さ
れている。これに対し従来のエンジンでは、カバ
ー１ａがシリンダヘツドカバーとして別体に製作
され、ボルトによりシリンダヘツド１に固定され
る構造であるため、ボルトスペースが必要となつ
てカム室容積が狭められている。しかし、上記エ
ンジンはボルトスペースが不要であるため、カム
室容積を広げることができる。 Further, in the above embodiment, the cam chamber 15 is integrally formed with the cover 1a when the cylinder head 1 is cast. In contrast, in conventional engines, the cover 1a is manufactured separately as a cylinder head cover and is fixed to the cylinder head 1 with bolts, which requires bolt space and narrows the cam chamber volume. . However, since the above engine does not require bolt space, the cam chamber volume can be increased.
上述したように本発明によるエンジンは、一つ
の燃焼室の上方に該燃焼室の全域を跨ぐように１
本のカム軸を配置すると共に、該燃焼室に前記カ
ム軸の軸心を挟んで複数の吸気弁と複数の排気弁
とを互いに反対側に振り分け配置し、前記吸気弁
及び排気弁と前記カム軸上のカムノーズとの間
に、それぞれ各返毎に独立に揺動自在なロツカー
アームを介在させると共に、平面視にてこれらロ
ツカーアームの全てを互いに平行配置し、前記カ
ムノーズを平面視にてほぼシリンダボア内に収
め、かつ点火栓を平面視にて前記カム軸の軸方向
に一致させて上端側をシリンダボア外側に位置さ
せると共に、側面視にて斜めになるように取り付
け、その発火部を燃焼室のセンター部に臨ませ、
燃焼室の外側に延びるその上端を前記カム軸より
も低くした構成にしたものである。したがつて、
動弁機構のコンパクト化と共に、一層の高性能化
を図ることができる。
As described above, in the engine according to the present invention, there is provided a combustion engine with a combustion chamber disposed above one combustion chamber so as to span the entire area of the combustion chamber.
A plurality of camshafts are arranged, and a plurality of intake valves and a plurality of exhaust valves are distributed and arranged in the combustion chamber on opposite sides of the axis of the camshaft, and the intake valves and exhaust valves and the cam A rocker arm that can swing independently for each return is interposed between the cam nose on the shaft, and all of these rocker arms are arranged parallel to each other in plan view, so that the cam nose is located approximately within the cylinder bore in plan view. The ignition plug is installed so that it aligns with the axial direction of the camshaft in plan view, with its upper end located outside the cylinder bore, and is installed obliquely in side view, with its ignition part aligned with the center of the combustion chamber. Let's go to the club,
The upper end extending outside the combustion chamber is lower than the camshaft. Therefore,
In addition to making the valve mechanism more compact, it is possible to achieve even higher performance.
第１図は本発明による頭上カム軸式４バルブエ
ンジンの頭部部分における縦断面図、第２図は第
１図の−矢視断面図、第３図は第１図の−
矢視断面図である。
１……シリンダヘツド、２……燃焼室、３……
点火栓、３ａ……発火部、４……吸気弁、５……
排気弁、４ａ，５ａ……弁軸、８，９……ロツカ
ーアーム、１０……カム軸、１２，１３……カム
ノーズ、Ｃ……燃焼室のセンター部。
FIG. 1 is a longitudinal sectional view of the head portion of an overhead camshaft type four-valve engine according to the present invention, FIG.
It is an arrow sectional view. 1... Cylinder head, 2... Combustion chamber, 3...
Spark plug, 3a... Ignition part, 4... Intake valve, 5...
Exhaust valve, 4a, 5a...valve shaft, 8, 9...Rotzker arm, 10...camshaft, 12, 13...cam nose, C...center part of the combustion chamber.
Claims (1)
跨ぐように１本のカム軸１０を配置すると共に、
該燃焼室２に前記カム軸１０の軸心を挟んで複数
の吸気弁４と複数の排気弁５とを互いに反対側に
振り分け配置し、前記吸気弁４及び排気弁５と前
記カム軸１０上のカムノーズ１２，１３との間
に、それぞれ各弁毎に独立に揺動自在なロツカー
アーム８，９を介在させると共に、平面視にてこ
れらロツカーアーム８，９の全てを互いに平行配
置し、前記カムノーズ１２，１３を平面視にてほ
ぼシリンダボア内に収め、かつ点火栓３を平面視
にて前記カム軸１０の軸方向に一致させて上端側
をシリンダボア外側に位置させると共に、側面視
にて斜めになるように取り付け、その発火部３ａ
を燃焼室２のセンター部Ｃに臨ませ、燃焼室２の
外側に延びるその上端を前記カム軸１０よりも低
くした頭上カム軸式多バルブエンジン。1. One camshaft 10 is arranged above one combustion chamber 2 so as to straddle the entire area of the combustion chamber 2, and
A plurality of intake valves 4 and a plurality of exhaust valves 5 are arranged in the combustion chamber 2 on opposite sides of the axis of the camshaft 10, and the intake valves 4 and the exhaust valves 5 are arranged on opposite sides of the camshaft 10. Rocker arms 8 and 9, which can freely swing independently for each valve, are interposed between the cam noses 12 and 13 of the valve, and all of these rocker arms 8 and 9 are arranged parallel to each other in a plan view. , 13 are housed substantially within the cylinder bore in plan view, and the spark plug 3 is aligned with the axial direction of the camshaft 10 in plan view so that the upper end side is located outside the cylinder bore, and is oblique in side view. Attach the firing part 3a as shown below.
This is an overhead camshaft type multi-valve engine in which the camshaft faces the center part C of the combustion chamber 2 and its upper end extending outside the combustion chamber 2 is lower than the camshaft 10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20447082A JPS5996405A (en) | 1982-11-24 | 1982-11-24 | Overhead cam shaft type four-valve engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP20447082A JPS5996405A (en) | 1982-11-24 | 1982-11-24 | Overhead cam shaft type four-valve engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5996405A JPS5996405A (en) | 1984-06-02 |
| JPH0578641B2 true JPH0578641B2 (en) | 1993-10-29 |
Family
ID=16491059
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP20447082A Granted JPS5996405A (en) | 1982-11-24 | 1982-11-24 | Overhead cam shaft type four-valve engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5996405A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61160507A (en) * | 1985-01-08 | 1986-07-21 | Mazda Motor Corp | Four valve type engine |
| AT404389B (en) * | 1986-11-21 | 1998-11-25 | Avl Verbrennungskraft Messtech | INTERNAL COMBUSTION ENGINE WITH A CAMSHAFT FOR DRIVING PER CYLINDERS TWO INJECTING INLET VALVES AND A MUTUAL EXHAUST VALVE |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS504882U (en) * | 1973-05-12 | 1975-01-18 | ||
| JPS57102506A (en) * | 1980-12-18 | 1982-06-25 | Yamaha Motor Co Ltd | Engine with four valves and one overhead cam shaft |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6128002Y2 (en) * | 1981-01-13 | 1986-08-20 |
-
1982
- 1982-11-24 JP JP20447082A patent/JPS5996405A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS504882U (en) * | 1973-05-12 | 1975-01-18 | ||
| JPS57102506A (en) * | 1980-12-18 | 1982-06-25 | Yamaha Motor Co Ltd | Engine with four valves and one overhead cam shaft |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5996405A (en) | 1984-06-02 |
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