JPS58133409A - Cam device of 4-cycle engine - Google Patents
Cam device of 4-cycle engineInfo
- Publication number
- JPS58133409A JPS58133409A JP57015309A JP1530982A JPS58133409A JP S58133409 A JPS58133409 A JP S58133409A JP 57015309 A JP57015309 A JP 57015309A JP 1530982 A JP1530982 A JP 1530982A JP S58133409 A JPS58133409 A JP S58133409A
- Authority
- JP
- Japan
- Prior art keywords
- cam
- engine
- speed
- oil
- camshaft
- 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.)
- Pending
Links
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
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
この発明は411″イタルエンジンの吸排気用の弁体を
作動させるカム装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cam device that operates the intake and exhaust valve bodies of a 411'' Ital engine.
従来の4サイクルエンジンのカム装置は、実開昭62−
149981号にも示されているように、エンジンと連
動して回転するカムシャフトにカムが固定され〆一る。The conventional 4-cycle engine cam device was developed in 1982-
As shown in No. 149981, a cam is fixed to a camshaft that rotates in conjunction with the engine.
し九がって、カムによシ抑圧されて作動する弁体の移動
量、すなわちリフ)1は、カムO形状のみによって定t
シ、エンジンの回転数と無関係である。その丸め、高速
で大出力を得よってしてリフト量が大暑い形状の高速用
カムを使うと、低中速でO燃費性能が低下し、低中速で
の燃費性能を向上させようとしてリフト量が小さい形状
の低速用カムを使うと、高速での出力が低下すゐという
欠点がある。Therefore, the amount of movement of the valve body that is operated while being suppressed by the cam (i.e., rif) 1 is determined only by the shape of the cam O.
It is unrelated to the engine speed. In other words, if you use a high-speed cam with a shape that produces high output at high speeds and a large amount of lift, the O fuel efficiency will decrease at low and medium speeds, and if you try to improve fuel efficiency at low and medium speeds, you will lift the cam. Using a low-speed cam with a small shape has the disadvantage that the output at high speeds will decrease.
この発明は上記従来O欠点を解消するためになされ九も
ので、エンジンの回転数O増減に応じてリフト量を変化
させることによ〉、低中速での燃費性能に優れ、かつ、
高速で大出力が得られる4サイクルエンジンのカム装置
を提供することを目的とする。This invention was made in order to eliminate the above-mentioned drawbacks of the conventional O, and by changing the lift amount according to the increase/decrease in the engine rotational speed, it achieves excellent fuel efficiency at low and medium speeds, and
The purpose of the present invention is to provide a cam device for a four-stroke engine that can provide high output at high speed.
以下、この発明の実施例を図面にしたがって説明する。Embodiments of the present invention will be described below with reference to the drawings.
311図は自動2輪車用の工/ジ/を示し、エンジン本
体11に気化器11!とエアクリーナ13とが連結され
ている。上記エアクリーナ13を通つた吸入空気14は
気化器12で燃料と混合されて混合気16となシ、吸気
通路16を通ってエンジン本体11の燃焼室重丁へ入り
、爆発燃焼して排気通路18から大気中へ排出される。Figure 311 shows the construction for a motorcycle, with a carburetor 11 in the engine body 11! and an air cleaner 13 are connected. The intake air 14 that has passed through the air cleaner 13 is mixed with fuel in the carburetor 12 to form an air-fuel mixture 16, which enters the combustion chamber of the engine body 11 through the intake passage 16, explodes and burns, and then enters the exhaust passage 18. is emitted into the atmosphere.
上記内通路16.18のそれぞれには、吸気用と排気用
の弁体2G、1!1が設けられ、吸気用および排気用の
カム22,2@の回転によシ、−ツカアーム!4゜!S
を介して上記弁体20,21を軸方向へ押圧し、吸気通
路16および排気通路18を開く、上記両刃ム22.!
Sは同一のカムシャフト26に装着されてこのカムシャ
フト26と一体的に回転するようになっており、カムシ
ャ7)!6はエンジンのクランクシャツ)!7と連動し
て回転する。Intake and exhaust valve bodies 2G and 1!1 are provided in each of the inner passages 16 and 18, and the valve bodies 2G and 1!1 are provided in accordance with the rotation of the intake and exhaust cams 22 and 2@, respectively. 4°! S
The double-edged arm 22. pushes the valve bodies 20, 21 in the axial direction to open the intake passage 16 and the exhaust passage 18. !
S is attached to the same camshaft 26 and rotates integrally with this camshaft 26, and the camshaft 7)! 6 is the engine crank shirt)! Rotates in conjunction with 7.
なお、エンジン本体11の上部には、カムm意8をエア
クリーナls内へ連通させるプリーザパイプ!9が装着
されている。Furthermore, on the upper part of the engine body 11, there is a pleaser pipe that connects the cam 8 to the inside of the air cleaner ls! 9 is installed.
上記カム21!、2gとカムシャフト260構造の$1
11を第2図および第8図に示す。両図は吸気用のカム
22を代表として示しているが、排気用のカムi!11
ついても同一構造である。第2図にト!6に嵌合してお
り、上記嵌合孔11は横断面#1ぼ楕円形に形成されて
いる。カムシャフト26に、iK<方向へ設けられ九圧
入!LsgにLビン38が゛四゛−9
圧入されており、このビン33はカム22の底部22a
、に設けられ九ピン挿通孔84に遊嵌状態で挿通され、
ている、これら嵌合孔81.ビン88およびビ/挿通孔
s4により、カム22をカムシャフト26に対して(ロ
)転不能に係止し、かつ、径方向(矢印)畠iへ移動可
能に設定する移動機構86が構成される。Cam 21 above! , 2g and camshaft 260 structure $1
11 is shown in FIGS. 2 and 8. Both figures show the intake cam 22 as a representative, but the exhaust cam i! 11
Both have the same structure. To figure 2! 6, and the fitting hole 11 has an oval shape in cross section #1. It is installed on the camshaft 26 in the iK< direction and is press-fitted! An L bottle 38 is press-fitted into Lsg, and this bottle 33 is attached to the bottom 22a of the cam 22.
is inserted into the nine-pin insertion hole 84 in a loosely fitted state,
These fitting holes 81. The pin 88 and the insertion hole s4 constitute a moving mechanism 86 that locks the cam 22 against the camshaft 26 in a non-rotatable manner and sets it movable in the radial direction (arrow) i. Ru.
上記力ムシャフ)!6は、1111図に示すように、左
右に分割されて嬉10分割体!6aと3g2の分割体2
6bとを有し、上記第10分割体!6m O先端部11
7にカム22を嵌合し、上記先端部87を第2の分割体
26bの圧入5L88に圧入して両分割体261.26
bを連結している。ζ0と色、カム22の11ffi8
9と両分割体26m 、 26bとの間に&−1若干の
間隙40が存在してお)、これにより、カム22が径方
向(矢印)16へ移動するのを許容している。(The power above)! 6 is divided into left and right as shown in Figure 1111, making it a happy 10-part body! Split body 2 of 6a and 3g2
6b, and the above-mentioned 10th divided body! 6m O tip 11
7, and press-fit the tip 87 into the press fit 5L88 of the second divided body 26b to separate both divided bodies 261.26.
b is connected. ζ0 and color, 11ffi8 of cam 22
A slight gap 40 of &-1 exists between the split body 9 and both the divided bodies 26m and 26b), which allows the cam 22 to move in the radial direction (arrow) 16.
上記構成において、第1@0カム2!はエンジンに連動
してカムシャフト!尋と一体に回転し。In the above configuration, 1st@0 cam 2! The camshaft is linked to the engine! It rotates as one with Hiron.
エンジンの回転数に比例し九大きさの遠心力を受ける。It is subject to a centrifugal force of magnitude 9 which is proportional to the engine speed.
このと亀、カム意意はその頂部23hの質量が大きいか
ら、★ム!!全体としては、上記頂部!!b−IIX*
ムシャフト!6の径方向外方41へ向かう遠心力を受け
る。その丸め、エンジ/回転数が低いと書はカム2!が
(第意図の)実線で示す位置にあ〉、1727回転数が
高くなると★ム2意がその遠心力で価方向外方41へ徐
々にせに出し、最大限破線で示す位置Ktで移動する。The purpose of this turtle and cam is that the mass of the top 23h is large, so ★mu! ! Overall, the above is the top! ! b-IIX*
Musshaft! 6 is subjected to centrifugal force directed outward 41 in the radial direction. If the roundness and engine/rotation speed are low, the book is cam 2! is at the position shown by the solid line (first intention), and when the rotation speed increases, the centrifugal force gradually pushes the motor outward in the direction 41, and moves to the maximum position Kt shown by the broken line. .
し九がって、こO禽ムi!によ〉第1図のロツカア−^
!4を介して押し下けられる弁体!1の移動量、すなわ
ちリフト量は、低連では第2図に示すカム2!O底部!
!2畠と頂部8意すとO^さO差ムに等しく、高速では
こ0iliAK★ム1!2の移動量BがプラスされてA
+Bに等しくなる。その結果、低中速ではり7ト量を小
さく抑えて燃費性能を向上させながら、高速ではリフト
量を大暑くして出力を増大させること一監可能となる。Shut up, here you go! 〉Rotskaa in Figure 1 ^
! Valve body pushed down via 4! The amount of movement of cam 1, that is, the amount of lift, is cam 2! O bottom!
! 2 and the top 8 are equal to O^saO difference, and at high speed, the amount of movement B of 0iliAK★mu1!2 is added and A
It becomes equal to +B. As a result, it is possible to improve fuel efficiency by keeping the lift amount small at low and medium speeds, while increasing output by increasing the lift amount at high speeds.
1jWIAにζO発@O移動式力カム!、2gを用い九
場合と、従来の固定式カムを用い友場合のエンジン性能
の比較例を第4図に示す。この図において、L、M、N
は軸出力を、A、m、uは燃′Ipt消費率をそれぞれ
示す、破線で表わされるり、tは従来Ob!定式カムで
、上記リフト量Af(第2図参II)に相当する低速用
04C)を示し、一点鎖線で表わされるM、mは中は〉
従来の固定式カムで97ト量がム十B(第意図参照)K
相当する高速用のものを用い友場合を示し、さらに、実
線で表わされるN、mは第意図に示すこの発@O移動式
カム22,1@を用い九場合を示す。なお、これらのカ
ムO形状は、11g4図OL、AとM、01については
弁体O!4作動するg囲を示すカム作動角θ(第2図参
照)が同一となるように設定されている。@O mobile force cam from ζO to 1jWIA! , 2g and a conventional fixed cam are shown in FIG. 4. In this figure, L, M, N
is the shaft output, A, m, and u are the fuel consumption rates, respectively, which are represented by broken lines, and t is the conventional Ob! In the formula cam, the above lift amount Af (04C for low speed corresponding to Fig. 2 Reference II) is shown, and M and m shown by the dashed-dotted line are 〉
With a conventional fixed cam, the amount is 97 tons (see the first intention).
A case is shown in which a corresponding high-speed version is used, and N and m shown by solid lines indicate a case in which the moving cam 22,1 shown in the first example is used. In addition, these cam O shapes are valve body O for 11g4 OL, A and M, and 01! The cam operating angles θ (see FIG. 2), which indicate the g ranges at which four actuates, are set to be the same.
N、農については、L、tの力ふと同一形状であり%し
九がって高速では、第8図の破線で示すように、カム2
2の@@2*cが膨らむ分にけ着千カム作動角θが大暑
くなつ【いる。As for N and force, the forces L and t have the same shape, and at high speed, the cam 2
As @@2*c of 2 expands, the cam operating angle θ becomes very hot.
第4図かられかるように、この発明のカムを用い九場合
O軸出力Nはs TOOOrpm以上の高速において増
大し、従来の高速用カムを用いえ場合の輸出力Mにほぼ
等しくなる。tた、燃料消費率に関しては、この発明の
場合の燃料消費率r* Fi、 6000rpm以下の
低中速において改善され、従来の低連用カムを用い丸場
合の燃料消費率tにほぼ等しくなる。As can be seen from FIG. 4, when the cam of the present invention is used, the O-axis output N increases at high speeds above s TOOO rpm, and becomes approximately equal to the export force M when the conventional high-speed cam is used. Regarding the fuel consumption rate, the fuel consumption rate r*Fi in the case of the present invention is improved at low and medium speeds of 6000 rpm or less, and becomes almost equal to the fuel consumption rate t in the case of a round engine using a conventional low continuous cam.
第61i!iiはこの発明の他の実施例を示すもので、
カムシャフト!6内に油通路48を設け、潤滑油44を
上記油過路43からカム2i!の嵌合孔31内へ送り込
み、潤滑油44の圧力でカム22を移―させる。通常、
エンジンにはそのクランク軸に連結されて回転する油ポ
ンプ46が設けられているから、この油ポンプ46から
圧送される潤滑油44をそのtま用いれば、潤滑油44
の圧力はエンジンの回転数に比例するので、エンジンの
回転go増大に応じてカム意2を径方向外方41へ移動
させることができる。なお、この場合には、頂部22b
に作用する遠心力のみによってカム22かに質量パ2ン
ナを設ける必要が生ずることもある。61st i! ii shows another embodiment of this invention,
Camshaft! An oil passage 48 is provided in the cam 2i!6, and lubricating oil 44 is passed from the oil passage 43 to the cam 2i! into the fitting hole 31, and the cam 22 is moved by the pressure of the lubricating oil 44. usually,
Since the engine is provided with an oil pump 46 that is connected to the crankshaft and rotates, if the lubricating oil 44 pumped from the oil pump 46 is used until that time, the lubricating oil 44
Since the pressure is proportional to the engine speed, the cam 2 can be moved radially outward 41 as the engine speed increases. Note that in this case, the top portion 22b
The centrifugal forces acting on the cam 22 alone may require the provision of a mass puncher on the cam 22.
この実施例では、カムO嵌合孔81.ビン88゜ビン挿
通孔84.油通路4Iおよび油ポンプ46が移動機構$
6を構成する。In this embodiment, the cam O fitting hole 81. Bin 88° Bin insertion hole 84. The oil passage 4I and the oil pump 46 are the moving mechanism $
6.
ところで、上記各実施例ではカム22の全体を移動させ
るようにしていたが、カム!2を頂部221とその他の
部分とに分離し、頂部22bのみを移動させるように構
成してもよい。By the way, in each of the above embodiments, the entire cam 22 was moved, but the cam! 2 may be separated into the top portion 221 and other portions, and only the top portion 22b may be moved.
以上説明し丸ように、この発明によれば、簡単な構造で
低中速での燃費性能を向上させ、かつ、高速での出力を
増大させる4tイクルエ/ジンのカム装置が得られる。As described above, according to the present invention, a cam device for a 4t engine/engine can be obtained that has a simple structure, improves fuel efficiency at low and medium speeds, and increases output at high speeds.
縞1図はこの発明の一実施例を示す断面図、第2図は第
1図の要部を示す横断面図、第8図は同要部を示す縦断
面図、84図はエンジンの性能を示す特性図、第6図は
この発明O他の実施例の要部を示す横断面図である。
gO,!1・−弁体、!!、!8・・・カム、22b・
・・1ulls、16・・・カムシャフト、36・・・
移動機構、41・・・径方向外方。
特許出願人 川崎重工業株式会社Figure 1 is a sectional view showing an embodiment of the invention, Figure 2 is a cross-sectional view showing the main parts of Figure 1, Figure 8 is a longitudinal cross-sectional view of the same parts, and Figure 84 shows engine performance. FIG. 6 is a cross-sectional view showing a main part of another embodiment of the present invention. gO,! 1.-Valve body! ! ,! 8...Cam, 22b.
...1ulls, 16...camshaft, 36...
Moving mechanism, 41... radially outward. Patent applicant: Kawasaki Heavy Industries, Ltd.
Claims (1)
のカムシャフトに装着されて力ムシャフFと一体的に回
転し、吸気用および排気用の弁体を押圧して作−1せる
カムとを有する4fイタルエンジンのカム装置において
、エンジンの回転数の増減に応じて上記弁体097F量
が増減するように、上記カムの少くとも頂部をエンジン
の回転数の増大に応じてカムシャフトの径方向外方へ移
動場せる移aSSを設けたことを特徴とする4ナイクル
エンジンのカム装置。(1) A camshaft that rotates in conjunction with the engine, and a cam that is attached to this camshaft, rotates integrally with the force shaft F, and is activated by pressing the intake and exhaust valve bodies. In a cam device for a 4F Ital engine, at least the top of the cam is moved in the radial direction of the camshaft as the engine speed increases so that the amount of the valve body 097F increases or decreases as the engine speed increases. A cam device for a 4-day engine, characterized in that it is provided with a moving aSS that moves outward.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP57015309A JPS58133409A (en) | 1982-02-01 | 1982-02-01 | Cam device of 4-cycle engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP57015309A JPS58133409A (en) | 1982-02-01 | 1982-02-01 | Cam device of 4-cycle engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS58133409A true JPS58133409A (en) | 1983-08-09 |
Family
ID=11885186
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP57015309A Pending JPS58133409A (en) | 1982-02-01 | 1982-02-01 | Cam device of 4-cycle engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS58133409A (en) |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4886022A (en) * | 1988-01-06 | 1989-12-12 | Mazda Motor Corporation | Engine valve driving apparatus |
US5105679A (en) * | 1989-08-31 | 1992-04-21 | Volkswagen Ag | Camshaft arrangement |
US5307768A (en) * | 1992-08-17 | 1994-05-03 | Volkswagen Ag | Camshaft arrangement having angularly movable cams |
US5404770A (en) * | 1991-08-14 | 1995-04-11 | Volkswagen Ag | Variable cam arrangement for a lift valve |
US5505168A (en) * | 1994-02-25 | 1996-04-09 | Osaka Fuji Kogyo Kabushiki Kaisha | Variable lift height valve driving device |
KR20030047059A (en) * | 2001-12-07 | 2003-06-18 | 현대자동차주식회사 | Variable valve system using oil pressure |
KR100476249B1 (en) * | 2001-12-19 | 2005-03-16 | 현대자동차주식회사 | Variable valve apparatus of engine |
KR101241202B1 (en) | 2007-12-14 | 2013-03-13 | 현대자동차주식회사 | Variable valve lift apparatus of an engine |
-
1982
- 1982-02-01 JP JP57015309A patent/JPS58133409A/en active Pending
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4886022A (en) * | 1988-01-06 | 1989-12-12 | Mazda Motor Corporation | Engine valve driving apparatus |
US5105679A (en) * | 1989-08-31 | 1992-04-21 | Volkswagen Ag | Camshaft arrangement |
US5404770A (en) * | 1991-08-14 | 1995-04-11 | Volkswagen Ag | Variable cam arrangement for a lift valve |
US5307768A (en) * | 1992-08-17 | 1994-05-03 | Volkswagen Ag | Camshaft arrangement having angularly movable cams |
US5505168A (en) * | 1994-02-25 | 1996-04-09 | Osaka Fuji Kogyo Kabushiki Kaisha | Variable lift height valve driving device |
KR20030047059A (en) * | 2001-12-07 | 2003-06-18 | 현대자동차주식회사 | Variable valve system using oil pressure |
KR100476249B1 (en) * | 2001-12-19 | 2005-03-16 | 현대자동차주식회사 | Variable valve apparatus of engine |
KR101241202B1 (en) | 2007-12-14 | 2013-03-13 | 현대자동차주식회사 | Variable valve lift apparatus of an engine |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
Lumley | Engines: an introduction | |
Hosaka et al. | Development of the variable valve timing and lift (VTEC) engine for the Honda NSX | |
CN101813013B (en) | Internal combustion engine with variable valve gear | |
US6039011A (en) | Internal combustion engine with opposed pistons | |
JPH05503129A (en) | internal combustion engine | |
CN102374042B (en) | The device of variable compression ratio | |
JPS5838603B2 (en) | Internal combustion engine valve lift device | |
JPS6258016A (en) | Intake device for engine | |
JPS58133409A (en) | Cam device of 4-cycle engine | |
CN106939807A (en) | A kind of middle locking Formula V VT OCV Oil Control Valves | |
US4354459A (en) | Non-throttling control apparatus for spark ignition internal combustion engines | |
JP4024121B2 (en) | Valve operating device for internal combustion engine | |
JPS598648B2 (en) | Taikou Piston Gatadoriyokukikan | |
JPS60147512A (en) | Variable valve timing device for 4-cycle engine | |
JPS59183009A (en) | Valve timing variable device for 4-cycle engine | |
JPS5834653B2 (en) | multi-cylinder internal combustion engine | |
JPS5838344A (en) | Mechanism of variable compression ratio for internal-combustion engine | |
JPS6119926A (en) | Intake-air device in internal-combustion engine provided with valve resting mechanism | |
JPH0629524B2 (en) | Valve timing switching device for internal combustion engine | |
US6755171B1 (en) | Twin rotary valves for a four stroke internal combustion engine | |
JP4085886B2 (en) | Variable valve operating device for internal combustion engine | |
JPS61129411A (en) | Variable change mechanism of valve action in engine | |
US6283070B1 (en) | Apparatus and method for sealing internal combustion engines | |
JPS5954715A (en) | Internal-combustion engine associated with rotary valve | |
JPS5815720A (en) | Engine intake controller |