JPS6013906A - O.h.c. type valve mechanism of internal-combustion engine - Google Patents
O.h.c. type valve mechanism of internal-combustion engineInfo
- Publication number
- JPS6013906A JPS6013906A JP12219983A JP12219983A JPS6013906A JP S6013906 A JPS6013906 A JP S6013906A JP 12219983 A JP12219983 A JP 12219983A JP 12219983 A JP12219983 A JP 12219983A JP S6013906 A JPS6013906 A JP S6013906A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- camshaft
- exhaust
- intake
- rocker arm
- 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
Classifications
-
- 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
- F02F1/242—Arrangement of spark plugs or injectors
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- 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
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- 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)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、シリンダの′軸線に略沿って点火栓を、また
前記軸線を含む平面を挾んで吸気弁及び排気弁をそれぞ
れ配設した内燃機関のO,H,C,型動弁装置に関する
。DETAILED DESCRIPTION OF THE INVENTION The present invention provides O, H, and , related to type valve gears.
0、HoC,型動弁装置には、シリンダの軸線を含む平
面に略沿って一本のカム軸を配設するS。In the 0, HoC, type valve train, one camshaft is disposed approximately along a plane including the axis of the cylinder.
0゜H,C、型動弁装置と、吸、排気弁にそれぞれ近接
して吸気用及び排気用の二本のカム軸を配設するり。0
.H,C0型動弁装置とがあるが、前者ではカム軸に干
渉されて点火栓を、燃焼に好条件のシリンダ軸線近傍へ
配置することが極めて困難であるが、クランク軸からカ
ム軸を駆動する調時伝動装置の構造が簡単である上、特
に重いカム軸が一本で足りることから機関の軽量化に有
利であり、それに対し後者では両カム軸に干渉されずに
シリンダ軸線近傍に点火栓を配置して機関の出力性能の
向上を図ることができるが、調時伝動装置の構造の複雑
化と機関の重量増加は免れず、いずれとも一長一短があ
る。A 0°H, C type valve train and two camshafts for intake and exhaust are arranged close to the intake and exhaust valves, respectively. 0
.. There are H and C0 type valve train systems, but with the former, it is extremely difficult to place the spark plug near the cylinder axis, where conditions are favorable for combustion, due to interference with the camshaft. The structure of the timing transmission device is simple, and in particular, only one heavy camshaft is required, which is advantageous in reducing the weight of the engine.In contrast, in the latter case, the ignition occurs near the cylinder axis without interference from both camshafts. Although it is possible to improve the output performance of the engine by arranging a stopper, this inevitably complicates the structure of the timing transmission and increases the weight of the engine, so each method has its advantages and disadvantages.
本発明は、上記2形式の動弁装置の利点のみを取り入れ
て、カム軸を単に一本とするにも拘らず点火栓のシリン
ダ軸線近傍への配置を可能にした前記動弁装置を提供す
ることを目的とする。The present invention provides a valve train that incorporates only the advantages of the two types of valve train described above, and which allows the ignition plug to be placed near the cylinder axis despite having only one camshaft. The purpose is to
以下、図面により本発明の一実施例について説明すると
、第1図に示す内燃機関はV型多気筒機関であり、した
がって左右V字状に配置された二つのシリンダ列C1,
C2を有する。両シリンダ列C,,C2の構造は対称的
であるので、以下左側シリンダ列C1についてのみ説明
する。Hereinafter, one embodiment of the present invention will be described with reference to the drawings. The internal combustion engine shown in FIG.
It has C2. Since the structures of both cylinder rows C, , C2 are symmetrical, only the left cylinder row C1 will be described below.
シリンダ1を有するシリンダブロック2の上面にはガス
ケット4を介してシリンダヘッド3が重合して結着され
る。シリンダ1にはピストン5が摺合され、このピスト
ン5に対面するシリンダヘッド3の底面には燃焼室6が
凹設される。A cylinder head 3 is superimposed and bonded to the upper surface of a cylinder block 2 having a cylinder 1 via a gasket 4. A piston 5 is slidably fitted into the cylinder 1, and a combustion chamber 6 is recessed in the bottom surface of the cylinder head 3 facing the piston 5.
燃焼室6の天井面7は、シリンダ1の軸線Acまたはそ
の近傍を通る稜線りから両側に向って下る二つの天井斜
面7a、7hよりなっており、一方の天井斜面7aには
一対の吸気ポート8,8が、また他方の天井斜面7hに
は同じく一対の排気ポー)9.9がそれぞれ稜線りに沿
って並んで開口する。それら吸気ポート8,8及び排気
ポート99を開閉するように各一対の吸気弁10.10
及び排気弁11.11がシリンダヘッド3に設けられた
弁ガイド12.12及び13.13にそれぞれ摺動自在
に支承される。その際、シリンダ軸線Acを含み且つ前
記稜線りと平行な平面pを境として、吸気弁10.10
は両シリンダ列C,,C2間の谷V側に、排気弁11.
11はそれと反対側に配置され、且つ両弁10,11は
前記平面Pに対して互いに反対方向に傾げられる。The ceiling surface 7 of the combustion chamber 6 consists of two ceiling slopes 7a and 7h that descend on both sides from the ridge line passing on or near the axis Ac of the cylinder 1, and one ceiling slope 7a has a pair of intake ports. 8, 8, and a pair of exhaust ports 9, 9 are opened in the other ceiling slope 7h, and are lined up along the ridgeline. Each pair of intake valves 10.10 are configured to open and close the intake ports 8, 8 and exhaust port 99.
and exhaust valves 11.11 are slidably supported on valve guides 12.12 and 13.13 provided in the cylinder head 3, respectively. At that time, the intake valve 10.10
Exhaust valve 11. is located on the valley V side between both cylinder rows C, , C2.
11 is arranged on the opposite side thereof, and both valves 10, 11 are tilted in mutually opposite directions with respect to the plane P.
第2図及び第4図に示すように、シリンダヘッド3には
、電極を燃焼室6に臨ませる点火栓14が螺着され、こ
の点火栓14は吸、排気弁10゜10;11.11に囲
まれるようにシリンダ軸線Acに略沿って配置される。As shown in FIGS. 2 and 4, an ignition plug 14 with an electrode facing the combustion chamber 6 is screwed onto the cylinder head 3. It is arranged approximately along the cylinder axis Ac so that it is surrounded by.
シリンダヘッド3の上面には、軸受台15及びヘッドカ
バー16を順次に重合結着して動弁室17が形成され、
該室17に前記吸気弁io、io及び排気弁11.11
に開閉動作を与える本発明の動弁装置18が設けられ、
それは次のような構成を有する。A valve chamber 17 is formed on the upper surface of the cylinder head 3 by sequentially overlapping and bonding a bearing stand 15 and a head cover 16.
The chamber 17 has the intake valves io, io and the exhaust valves 11.11.
A valve train 18 of the present invention is provided to provide an opening/closing operation to the valve.
It has the following structure.
吸気弁10.10及び排気弁11.11には、これらを
閉じ側に付勢する弁ばね19,19及び20.20がそ
れぞれ装着される。The intake valve 10.10 and the exhaust valve 11.11 are respectively fitted with valve springs 19, 19 and 20.20 which urge them toward the closing side.
吸気弁10.10の略直上、したがってシリン・ダ軸線
Acより谷V側に寄った位置には、調時伝動装置を介し
てクランク軸(いずれも図示せず)に連動する一本のカ
ム軸21が前記平面Pと平行に配設され、該軸21ばそ
のジャーナル21jを、軸受台15及びそれにポル)2
2.23で結着される軸受キャップ24間に回転自在に
挾持される。Approximately directly above the intake valve 10.10, and therefore at a position closer to the valley V side than the cylinder axis Ac, there is a single camshaft that is interlocked with the crankshaft (both not shown) via a timing transmission. 21 is disposed parallel to the plane P, and the journal 21j of the shaft 21 is connected to the bearing pedestal 15 and the journal 21j thereof.
It is rotatably held between the bearing caps 24 which are connected at 2.23.
このようにカム軸21を谷V側に片寄せして配置するこ
とは、両シリンダ列C0,C,の最大外側寸法を極力縮
めてV型機間の小型化を図る上に有効である。Placing the camshaft 21 on one side toward the valley V side in this manner is effective in reducing the maximum outer dimension of both cylinder rows C0, C as much as possible, thereby reducing the size of the V-type machine.
第3図に示すように、カム軸21は吸気弁1010及び
排気弁11,11に対応して各一対の吸気カム21 i
、 21 i及び排気カム21e、21eを有し、吸
気カム211,21′lはジャーナル21ノに隣接して
その両側に配置され、排気カム21C,21gは更にそ
の両列側に配置される。As shown in FIG. 3, the camshaft 21 has a pair of intake cams 21 i corresponding to the intake valve 1010 and the exhaust valves 11, 11.
, 21i and exhaust cams 21e, 21e, the intake cams 211, 21'l are arranged adjacent to the journal 21 on both sides thereof, and the exhaust cams 21C, 21g are further arranged on both row sides thereof.
吸気カム21 Z 、 21 iと吸気弁10.10の
頭部との間に一対の第1カムフォロア25.25が介装
される。この第1カムフォロア25.25は各基端に調
節ボルト26を備えており、この調節ボルト26の先端
の球状端部26aがシリンダヘッド3に螺着された支持
ボルト27の球状凹部27aに回動自在に係合される。A pair of first cam followers 25.25 are interposed between the intake cams 21Z, 21i and the head of the intake valve 10.10. This first cam follower 25.25 is equipped with an adjusting bolt 26 at each base end, and a spherical end 26a at the tip of the adjusting bolt 26 rotates into a spherical recess 27a of a support bolt 27 screwed onto the cylinder head 3. can be freely engaged.
軸受台15に第1及び第2支軸28.29がそれぞれポ
ル)22,30により固着され、その際、両支軸28.
29は、吸、排気弁10,10;1111間において点
火栓14の軸線Apを挾んで互いに充分離隔し、且つカ
ム軸21と平行に配置される。そして、吸気弁10.1
0に近い第1支軸28は、吸気カム21 i 、 21
=にそれぞれ係合する一対の第2カムフォロア31.
31を揺動自在に支承し、排気弁11.11に近い第2
支軸29は、排気弁11 、1.1の頭部にそれぞれ調
節ボルト32を介して係合する一対のベルクランク形ロ
ッカアーム33.33を揺動自在に支承する。これ1−
42カムフォロア31.31とロッカアーム33.33
との対向面間には一対のブツシュロッド34.34がそ
れぞれ介装される。The first and second support shafts 28 and 29 are fixed to the bearing stand 15 by pins 22 and 30, respectively, and at this time both support shafts 28.
29 are arranged between the intake and exhaust valves 10, 10; 1111, sufficiently separated from each other across the axis Ap of the spark plug 14, and parallel to the camshaft 21. And intake valve 10.1
The first support shaft 28 close to 0 is the intake cam 21 i , 21
a pair of second cam followers 31 .
31 is swingably supported, and a second valve near the exhaust valve 11.
The support shaft 29 swingably supports a pair of bell crank type rocker arms 33, 33 which engage the heads of the exhaust valves 11, 1.1 via adjustment bolts 32, respectively. This 1-
42 cam follower 31.31 and rocker arm 33.33
A pair of bushing rods 34 and 34 are respectively interposed between the opposing surfaces.
前記点火栓14の脱着のために使用される工具孔35は
、前記両支軸28.29及び両ブツシュロッド34,3
40四者に囲まれる領域でシリンダヘッド30点火栓1
4装着部からヘッドカバ−16外面に亘り設げられ、こ
の工具孔35の動弁室17を貫通する部分はへラドカバ
ー16と軸受台15との間に介装された隔壁筒36によ
って形成される。この場合、両支軸28.29は互いに
充分に離隔させてあり、また両ブツシュロッド34゜3
4は周外側位置の排気カム21g、21eに係合させて
その間にも広い間隔を確保しであるので、前記工具孔3
5は点火栓14の脱着を容易に行い得る充分な大きさに
形成することができる。A tool hole 35 used for attaching and detaching the spark plug 14 is provided with the two support shafts 28, 29 and the bush rods 34, 3.
40 In the area surrounded by four cylinder head 30 spark plug 1
The part of the tool hole 35 that extends through the valve train chamber 17 is formed by a partition cylinder 36 interposed between the helad cover 16 and the bearing stand 15. . In this case, both support shafts 28, 29 are spaced sufficiently apart from each other, and both bush rods 34° 3
4 is engaged with the exhaust cams 21g and 21e located on the outer side of the periphery to ensure a wide gap therebetween, so that the tool hole 3
5 can be formed to have a sufficient size so that the spark plug 14 can be easily attached and detached.
次にこの実施例の作用を説明すると、機関の運転中、カ
ム軸21は図示しない調時伝動装置を介してクランク軸
より回転駆動される。そしてピストン5の吸気行程が開
始されると、吸気カム21L。Next, the operation of this embodiment will be explained. During operation of the engine, the camshaft 21 is rotationally driven by the crankshaft via a timing transmission (not shown). Then, when the intake stroke of the piston 5 is started, the intake cam 21L.
21乙の山部が第1カムフオロア25.25をそれぞれ
吸気弁10.10に向けて揺動させるので、これによっ
て吸気弁10.10は弁ばね19,19の弾発力に抗し
て開弁し、吸気行程の終了時には吸気カム21i、21
iの山部が第1カムフォロア25.25を通り過ぎるの
で、吸気弁10.10は弁ばね19,19の弾発力を以
て閉弁する。この間に図示しない気化器等の混合気生成
装置から混合気が吸気ボート8,8を通して燃焼室6に
吸入される。The peaks of 21 O swing the first cam followers 25.25 toward the intake valves 10.10, so that the intake valves 10.10 open against the elastic force of the valve springs 19, 19. However, at the end of the intake stroke, the intake cams 21i, 21
Since the peak of i passes the first cam follower 25.25, the intake valve 10.10 is closed by the elastic force of the valve springs 19,19. During this time, an air-fuel mixture is drawn into the combustion chamber 6 from an air-fuel mixture generating device such as a carburetor (not shown) through the intake boats 8, 8.
ピストン5が圧縮行程の終りに近づ(と、点火栓14の
火花放電により燃焼室6の圧縮ガスに着火され、ピスト
ン5は膨張行程に移る。このとき、点火栓14はシリン
ダ軸線ACまたはその近傍に位置を占めているので、着
火点から燃焼室6の各周縁までの火焔伝播距離が略等し
く、したがって燃焼時間が最小限度に短縮されて高出力
が発輝される。When the piston 5 approaches the end of its compression stroke (and the spark discharge from the spark plug 14 ignites the compressed gas in the combustion chamber 6, the piston 5 moves to the expansion stroke. At this time, the spark plug 14 moves toward the cylinder axis AC or Since they are located close to each other, the flame propagation distance from the ignition point to each peripheral edge of the combustion chamber 6 is approximately equal, so that the combustion time is shortened to the minimum and a high output is produced.
ピストン5の排気行程が開始されると、排気カム21C
221eの山部が第2カムフオロア31゜31をブツシ
ュロッド34.34側に揺動させるので、ブツシュロッ
ド34.34が変位してロッカアーム33.33を排気
弁11.11に向けて揺動させ、これによって排気弁1
1.11は弁ばね20.20の弾発力に抗して開弁し、
排気行程の終了時には排気カム21e、21eの山部が
第2カムフォロア31.31を通り過ぎるので、排気弁
11,11は弁ばね20.20の弾発力を以て閉弁する
。この間に燃焼室6から排気ポート9゜9へ排ガスが排
出される。When the exhaust stroke of the piston 5 is started, the exhaust cam 21C
Since the peak of 221e swings the second cam follower 31.31 towards the bushing rod 34.34, the bushing rod 34.34 is displaced and swings the rocker arm 33.33 towards the exhaust valve 11.11. Exhaust valve 1
1.11 opens the valve against the elastic force of the valve spring 20.20,
At the end of the exhaust stroke, the peaks of the exhaust cams 21e, 21e pass the second cam followers 31.31, so the exhaust valves 11, 11 are closed by the elastic force of the valve springs 20.20. During this time, exhaust gas is discharged from the combustion chamber 6 to the exhaust port 9.9.
点火栓14の脱着に際しては、工具孔35に専用工具を
挿入して点火栓14の頭部に嵌め、これを回転すること
により行われる。The ignition plug 14 is attached and detached by inserting a special tool into the tool hole 35, fitting it onto the head of the ignition plug 14, and rotating the tool.
尚、本発明においては、前記実施例とは反対に、カム軸
21及び第1.第2カムフォロア25.31を排気弁1
1側に、ロッカアーム33を吸気弁10側にそれぞれ配
置することもでき、また排気カム21 e 、 21
eをジャーナル21ノの両側に隣接させ、吸気カム21
i、21iをその周外側に配置することもできる。また
吸、排気弁の使用本数は限定するものではな(、例えば
吸、排気弁を各一本宛としたものにも本発明を適用する
ことができる。Incidentally, in the present invention, contrary to the above embodiment, the camshaft 21 and the first camshaft 21 and the first . 2nd cam follower 25.31 to exhaust valve 1
1 side, and the rocker arm 33 can be arranged on the intake valve 10 side, and the exhaust cams 21e, 21
e adjacent to both sides of the journal 21, and the intake cam 21
i, 21i can also be arranged on the outer side of the periphery. Furthermore, the number of intake and exhaust valves used is not limited (for example, the present invention can be applied to one intake valve and one exhaust valve each).
以上のように本発明によれば、0.Il、C,型動弁装
置を、吸、排気弁の一方の弁に近接して配設されたカム
軸と、前記一方の弁及び前記カム軸間に介装されて該カ
ム軸の開弁力を該一方の弁に伝達する第1カムフオロア
と、前記一方の弁に近接して配設された第1支軸と、前
記吸、排気弁の他方の弁に近接して配設された第2支軸
と、前記第1支軸に揺動自在に支承されて前記カム軸に
係合する第2カムフオロアと、前記他方の弁に係合する
ロッカアームと、前記第2カムフオロア及び前記ロッカ
アーム間に介装されて前記カム軸から該第2カムフオロ
アに伝達される開弁力を該ロッカアームを介して前記他
方の弁に伝達するブツシュロッドとより構成したので、
単一のカム軸を使用しながらも、これに干渉されること
な(点火栓のシリンダ軸線近傍への配置が可能となり、
したがって調時伝動装置を簡単に構成できて機関のコン
パクト化を図ると共にその軽量化にも寄与することがで
き、その上、混合気の良好な燃焼状態が得られて出力性
能を向上させることができる。As described above, according to the present invention, 0. An Il, C type valve operating device is installed between a camshaft disposed close to one of the intake and exhaust valves, and the one valve and the camshaft to open the camshaft. a first cam follower for transmitting force to the one valve; a first support shaft disposed proximate to the one valve; and a first cam follower disposed proximate to the other of the intake and exhaust valves. two support shafts, a second cam follower that is swingably supported by the first support shaft and engages with the camshaft, a rocker arm that engages with the other valve, and between the second cam follower and the rocker arm. Since the bushing rod is interposed and transmits the valve opening force transmitted from the camshaft to the second cam follower to the other valve via the rocker arm,
Even though a single camshaft is used, it does not interfere with the camshaft (the spark plug can be placed near the cylinder axis,
Therefore, the timing transmission device can be easily configured, making the engine more compact and contributing to its weight reduction.Furthermore, it is possible to obtain a good combustion state of the air-fuel mixture and improve output performance. can.
第1図は本発明の一実施例に基づく内燃機関の要部の縦
断正面図、第2図は第1図におけるシリンダヘッドの底
面図、第3図はへラドカバーを外した状態で示した第1
図の拡大平面図、第4図は第3図のIV−IV線断面図
である。
Ac・・・シリンダ軸線、Ap・・・点火栓の軸線、P
・・・シリンダ軸線を含む平面
1・・・シリンダ、10・・・吸気弁、11・・・排気
弁、14・・・点火栓、18・・・動弁装置、21・・
・カム軸、25・・・第1カムフオロア、28・・・第
1支軸、29・・・第2支軸、31・・・第2カムフオ
ロア、33・・・ロッカアーム、34・・・ブツシュロ
ッド特許出願人 本田技研工業株式会社
第4′図
第2図
手続補正書(斌)
1.事件の表示
昭和58年 特 願第122199号
2・発明の名称
内燃機関の0.H,C,型動弁装置
3、補正をする者
事件との関係 特許出願人
名 称 (532)本田技研工業株式会社4、代 理
人 〒105
電話東京434−4151
5゜補正命令の日付
昭和58年10月1日(発送日:昭和58年10月25
日)6、補正の対象Fig. 1 is a longitudinal sectional front view of the main parts of an internal combustion engine according to an embodiment of the present invention, Fig. 2 is a bottom view of the cylinder head in Fig. 1, and Fig. 3 is a cylinder head shown with the head cover removed. 1
FIG. 4 is an enlarged plan view of the figure, and FIG. 4 is a sectional view taken along the line IV--IV of FIG. Ac...Cylinder axis, Ap...Ignition plug axis, P
... Plane including cylinder axis 1 ... Cylinder, 10 ... Intake valve, 11 ... Exhaust valve, 14 ... Spark plug, 18 ... Valve train, 21 ...
・Camshaft, 25...First cam follower, 28...First support shaft, 29...Second support shaft, 31...Second cam follower, 33...Rocker arm, 34...Butsch rod patent Applicant Honda Motor Co., Ltd. Figure 4' Figure 2 Procedural Amendment (Bin) 1. Indication of the incident 1982 Patent Application No. 122199 2 Name of the invention 0.0 of an internal combustion engine. H, C, type valve train 3, relationship with the case of the person making the amendment Name of patent applicant (532) Honda Motor Co., Ltd. 4, Agent
Person 〒105 Telephone Tokyo 434-4151 5゜Date of amendment order October 1, 1982 (Shipping date: October 25, 1982)
6) Subject of correction
Claims (1)
線を含む平面を挾んで吸気弁及び排気弁をそれぞれ配設
した内燃機関の00H0C0型動弁装置であって、前記
吸、排気弁の一方の弁に近接して配設されたカム軸と、
前記一方の弁及び前記カム軸間に介装されて該カム軸の
開弁力を該一方の弁に伝達する第1カムフオロアと、前
記一方の弁に近接して配設された第1支軸と、前記吸、
排気弁の他方の弁に近接して配設された第2支軸と、前
記第1支軸に揺動自在に支承されて前記カム軸に係合す
る第2カムフオロアと、前記第2支軸に支承されて前記
他方の弁に係合するロッカアームと、前記第2カムフオ
ロア及び前記ロッカアーム間に介装されて前記カム軸か
ら該第2カムフオロアに伝達される開弁力を該ロッカア
ームを介して前記他方の弁に伝達するブツシュロッドと
よりなる0、H0C6型動弁装置。 (2、特許請求の範囲第(1)項記載のものにおいて、
前記第1及び第2支軸は前記点火栓の軸線を挾んで互い
に離隔するよう配設された、内燃機関の0、H0C0型
動弁装置。(1) A 00H0C0 type valve train for an internal combustion engine, in which an ignition plug is disposed approximately along the axis of a cylinder, and an intake valve and an exhaust valve are disposed across a plane including the axis, and the intake and exhaust valves are a camshaft disposed close to one of the valves;
a first cam follower interposed between the one valve and the camshaft to transmit the valve opening force of the camshaft to the one valve; and a first support shaft disposed close to the one valve. and said sucking;
a second support shaft disposed close to the other valve of the exhaust valve; a second cam follower swingably supported by the first support shaft and engaged with the camshaft; and the second support shaft. a rocker arm supported by a rocker arm that engages the other valve; and a rocker arm that is interposed between the second cam follower and the rocker arm and transmits the valve opening force transmitted from the camshaft to the second cam follower through the rocker arm. 0, H0C6 type valve train consisting of a bushing rod that transmits to the other valve. (2. In the item described in claim (1),
0, H0C0 type valve operating system for an internal combustion engine, wherein the first and second support shafts are arranged to be spaced apart from each other across the axis of the spark plug.
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP12219983A JPS6013906A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
CA000458076A CA1240577A (en) | 1983-07-05 | 1984-07-04 | Valve actuating mechanism for internal combustion engines |
GB08417002A GB2142975B (en) | 1983-07-05 | 1984-07-04 | Internal combustion engine having single overhead camshaft |
IT48512/84A IT1179387B (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH SINGLE CAMSHAFT IN THE HEAD |
FR848410704A FR2548730B1 (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH SINGLE HEAD CAMSHAFT |
US06/627,928 US4527518A (en) | 1983-07-05 | 1984-07-05 | Internal combustion engine having single overhead camshaft |
DE19843424773 DE3424773A1 (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH A SINGLE OVERHEAD CAMSHAFT |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP12219983A JPS6013906A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS6013906A true JPS6013906A (en) | 1985-01-24 |
JPH0138166B2 JPH0138166B2 (en) | 1989-08-11 |
Family
ID=14830010
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP12219983A Granted JPS6013906A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6013906A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6318107A (en) * | 1986-07-09 | 1988-01-26 | Honda Motor Co Ltd | Valve actuator for internal combustion engine |
-
1983
- 1983-07-05 JP JP12219983A patent/JPS6013906A/en active Granted
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
---|---|
JPH0138166B2 (en) | 1989-08-11 |
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