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 |
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