JPS6185510A - Valve driving mechanism for internal-combustion engine - Google Patents

Valve driving mechanism for internal-combustion engine

Info

Publication number
JPS6185510A
JPS6185510A JP20563984A JP20563984A JPS6185510A JP S6185510 A JPS6185510 A JP S6185510A JP 20563984 A JP20563984 A JP 20563984A JP 20563984 A JP20563984 A JP 20563984A JP S6185510 A JPS6185510 A JP S6185510A
Authority
JP
Japan
Prior art keywords
shaft
gear
main
crankshaft
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.)
Granted
Application number
JP20563984A
Other languages
Japanese (ja)
Other versions
JPH0650045B2 (en
Inventor
Takashi Inagaki
稲垣　剛史
Shinichi Nakano
新一 中野
Tokuji Yoshimoto
篤司 吉本
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP20563984A priority Critical patent/JPH0650045B2/en
Publication of JPS6185510A publication Critical patent/JPS6185510A/en
Publication of JPH0650045B2 publication Critical patent/JPH0650045B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • 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
    • F01L1/02—Valve drive
    • 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
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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
    • 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
    • F01L1/02—Valve drive
    • F01L1/026—Gear drive
    • 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
    • F02B2275/18—DOHC [Double overhead camshaft]
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

PURPOSE:To set an engine shaft down to one of intermediate shafts of a power transmission mechanism to a cam shaft as well as to simplify the power transmission mechanism, by installing the engine shaft, transmitting power to a rear wheel, at the cam shaft side from a crankshaft. CONSTITUTION:Centering on a cam shaft 32 driving a suction valve 38 and an exhaust valve 40, an engine shaft 14 is installed at the side of the cam shaft 32 from a crankshaft 12. The engine shaft 14 is driven by a main driving gear 19 of the crankshaft 12 via a main driven gear 20, driving a rear wheel through a first gear group 22 on the engine shaft 14 and a second gear group 24 on an auxiliaty shaft 16. An intermediate shaft 26 is installed in position between the engine shaft 14 and the cam shaft 32, and the cam shaft 32 is driven by the engine shaft 14 through gears 20, 28 and 33. According to this method, since the engine shaft 14 is used as one of the intermediate shaft, a transmission mechanism of driving force to the cam shaft is well simplified.

Description

【発明の詳細な説明】 創ｉ！ム旦且±１ 本発明は、内燃機関の弁駆動機構に係り、特にチェーン
によらずギヤ列を利用した弁駆動機構に関するものであ
る。[Detailed description of the invention] Soi! BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a valve drive mechanism for an internal combustion engine, and particularly to a valve drive mechanism that uses a gear train instead of a chain.

止−米一弦一菫 オーバーへラドカム（ＯＨＣ）型内燃機関におけるカム
軸の駆動方式としては、■クランク軸とカム軸にそれぞ
れチェーン・スプロケットを設け、両チェーン・スプロ
ケット間にカム・チェーンを架渡してカム軸を駆動する
方式と、■クランク軸とカム軸にそれぞれギヤを設け、
両ギヤ間に中間ギヤを配置してカム軸を駆動する方式が
ある。The drive system for the camshaft in an over-rad cam (OHC) internal combustion engine is: ■ A chain sprocket is provided on the crankshaft and the camshaft, and a cam chain is strung between the two chains and sprockets. There is a method in which the camshaft is driven by hand, and a gear is installed on the crankshaft and camshaft.
There is a method in which an intermediate gear is placed between both gears to drive the camshaft.

が　　しよと　るー 前者■の場合では、カム・チェーンの振動防１トのため
にチェーン・ガイドを設け、かつカム・チェーンのたる
みを吸収して該カム・チェーンに一定の張力を付与する
ためにチェーン・テンショナーを設ける必要がある。そ
れ故、構造が複雑で、製作買増を招き、かつチェーン・
ガイドおよびチェーン・テンシヨナーと、カム・チェー
ンとの接触ＩＩ！擦抵抗抵抗る動力損失も無視すること
ができない。In the former case, a chain guide is provided to prevent vibration of the cam chain, and to absorb the slack of the cam chain and apply a constant tension to the cam chain. It is necessary to install a chain tensioner. Therefore, the structure is complicated, leading to increased manufacturing purchases, and the chain
Guide and chain tensioner contact with cam chain II! Power loss due to friction resistance cannot be ignored.

後者■場合では、ａｍ抵抗による動力損失が９豐 なく、かつ経年的なバルブタイミングの変化が牛しない
。しかるに、クランク軸とカム軸の軸間距離が大きいた
め、両軸を連動する中間ギヤを二枚ないし三枚配設する
必要がある。第１図は、その−例を示しており、前、後
Ｖ型エンジン０１におけるクランク軸０２上のタイミン
グ駆動ギヤ０３と、カム軸０４１−のタイミング従動ギ
ヤ０５とが、中間軸０６．０８トの中間ギヤ０７．０９
との噛合関係で連動されている。これ等のギヤ列を構成
する各ギヤ、中間ギヤ用軸受および中間軸は、高い精度
と高い強度が要求され、製作費が高価になるため、中間
ギヤを用いたカム軸駆動方式は、競技車用機関等、特殊
用途に限定使用されていた。In the latter case, there is no power loss due to AM resistance, and there is no change in valve timing over time. However, since the distance between the crankshaft and the camshaft is large, it is necessary to provide two or three intermediate gears to interlock the two shafts. FIG. 1 shows an example of this, in which the timing drive gear 03 on the crankshaft 02 of the front and rear V-type engines 01 and the timing driven gear 05 of the camshaft 041- are connected to the intermediate shaft 06.08. intermediate gear 07.09
It is interlocked with the interlocking relationship. The gears, intermediate gear bearings, and intermediate shafts that make up these gear trains require high precision and high strength, and are expensive to manufacture, so camshaft drive systems using intermediate gears are not suitable for competition cars. It was used only for special purposes such as industrial machinery.

ｐ　　　　゛するための　　および 本発明の目的は、中間ギヤおよびこれを支持する中間軸
を単一にすることが可能な内燃機関の弁駆動様溝を供す
る点にある。An object of the present invention is to provide a valve-driving groove for an internal combustion engine that allows a single intermediate gear and a single intermediate shaft for supporting the intermediate gear.

本発明では、主軸、ｉＷＩ＠、およびクランク軸からの
動力によりギヤ列を介して駆動される頭上弁用カム軸を
備える内燃機関において、主軸が、クランク軸に比して
カム軸に近く配設されるとともに前記ギヤ列の中間軸と
して兼用されてＪ３す、クランク軸の回転は、該クラン
ク軸上の主駆動ギヤ、主軸駆動ギヤ、主軸上のギヤ、中
間軸上のギヤを介してカム軸上のタイミング従動ギヤに
伝達される。In the present invention, in an internal combustion engine including a main shaft, iWI@, and a camshaft for an overhead valve driven by power from the crankshaft via a gear train, the main shaft is disposed closer to the camshaft than the crankshaft. The rotation of the crankshaft is transmitted to the camshaft via the main drive gear on the crankshaft, the main shaft drive gear, the gear on the main shaft, and the gear on the intermediate shaft. The timing is transmitted to the upper timing driven gear.

丈−」Ｌ−虜 以下、第２図ないし第４図に示した本発明の一実施例に
ついて説明する。An embodiment of the present invention shown in FIGS. 2 to 4 will be described below.

第２図は、シリンダー１１の頭上に吸気弁３８、排気弁
４０を備える自動二輪車用内燃機関（以下、エンジンと
称する）１０を概略側面図として示している。吸、排気
弁３８．４０は、カム３４を一体に備えたカム軸３２の
回転によりロッカー・アーム３６を介して駆動される様
になっている。クランク軸１２の回転を後車輪側へ伝達
する主軸１４は、クランク軸１２に比較して、カム軸３
２に近くなる様に、換言すればカム軸３２とクランク１
２の軸心間距離に比して、カム軸３２と主軸１４の軸心
間距離が小さくなる様に配設されている。クランク軸１
２にＶ！看された主駆動ギヤ１８は、主軸１４の軸端部
に嵌装されｔｓ多板Ｉ￥擦クりッチＣのタラッチアウタ
ーＣ１に一体に付設された主従動ギヤ２０と噛合してい
る。主＠１４ヒには、第一のギヤ群２２が嵌装され、該
第−のギヤ群２２が、副軸１６上に嵌装された第二のギ
ヤ群２４と選択的に噛合せしめられる様になっている（
第２図、第３図参照。但し、第３図は第２図におけるｍ
−■線要部断面図である）。FIG. 2 shows, as a schematic side view, an internal combustion engine for a motorcycle (hereinafter referred to as engine) 10, which includes an intake valve 38 and an exhaust valve 40 above the cylinder 11. The intake and exhaust valves 38, 40 are driven via a rocker arm 36 by the rotation of a camshaft 32 integrally equipped with a cam 34. The main shaft 14 that transmits the rotation of the crankshaft 12 to the rear wheel side is different from the camshaft 12 in comparison to the crankshaft 12.
In other words, the camshaft 32 and the crank 1
The camshaft 32 and the main shaft 14 are arranged so that the distance between their axes is smaller than the distance between their axes. crankshaft 1
V for 2! The main drive gear 18 shown in FIG. . A first gear group 22 is fitted into the main shaft 14, and the second gear group 22 is selectively meshed with a second gear group 24 fitted onto the subshaft 16. It has become(
See Figures 2 and 3. However, in Figure 3, m in Figure 2
−■ line is a cross-sectional view of the main part).

また、クランク軸１２とカム軸３２の間に位置して中間
軸２６が配設され、該中間軸２６上に軸受３０を介して
支持された中間ギヤ２８は、カム軸３２に噛合すると同
時に前記主従動ギヤ２０とも噛合している。Further, an intermediate shaft 26 is disposed between the crankshaft 12 and the camshaft 32, and an intermediate gear 28 supported on the intermediate shaft 26 via a bearing 30 meshes with the camshaft 32 and simultaneously engages with the camshaft 32. It also meshes with the main and driven gear 20.

なお、中間ギヤ２８は、トルク変動を緩衝し、騒音を防
止するためのダンパー・スプリング２８ａを内蔵してい
る（第２図、第４図参照。但し、第４図は第２図におけ
るｒＶ−ＩＶＩＩＤ部断面図である）。The intermediate gear 28 has a built-in damper spring 28a for buffering torque fluctuations and preventing noise (see FIGS. 2 and 4. However, FIG. 4 shows rV- in FIG. 2). (IVIID section sectional view).

斯かる構成によれば、クランク軸１２の回転は、主駆動
ギヤ１８、主従動ギヤ２０、クラッチＣ１主軸１４を経
て後車輪側へ伝達されると同時に、主従動ギヤ２０．中
間ギヤ２８、タイミング従動ギヤ３３を介してカム軸３
２に伝達され、カム３４の回転に応じてロッカー・アー
ム３６を介して吸、排気弁３８．４０が駆動せしめられ
る。According to this configuration, the rotation of the crankshaft 12 is transmitted to the rear wheels via the main drive gear 18, the main driven gear 20, and the clutch C1 main shaft 14, and at the same time is transmitted to the main driven gear 20. Camshaft 3 via intermediate gear 28 and timing driven gear 33
2, and the intake and exhaust valves 38 and 40 are driven via the rocker arm 36 in response to the rotation of the cam 34.

本実施例は、前記の様に構成されており、主軸１４をク
ランク軸１２に比してカム軸３２に接近させたため、主
軸１４を弁駆動用ギヤ列の中間軸として兼用することが
可能になり、単一の中間軸２６を配設するだけで、各ギ
ヤ１８．２８．３３の噛合関係により、カム軸３２を駆
動することが可能となった。This embodiment is constructed as described above, and since the main shaft 14 is located closer to the camshaft 32 than the crankshaft 12, the main shaft 14 can also be used as an intermediate shaft of the valve drive gear train. Thus, by simply disposing a single intermediate shaft 26, it is possible to drive the camshaft 32 through the meshing relationship between the gears 18, 28, and 33.

斯様に、本来複数本の中間軸を必要とするところを、単
一の中間軸２６のみを配設することにより、部品点数が
削減されるとともに製作費が低減され、かつ装置構造が
簡単になって組立て作業能率が向上する。In this way, by arranging only a single intermediate shaft 26 instead of the one that originally requires multiple intermediate shafts, the number of parts is reduced, manufacturing costs are reduced, and the device structure is simplified. This improves assembly work efficiency.

次に第５図に示した前記実施例の変形例につい力 て説明する。図中、先の実施例上部材と同一の部材には
同一符号を付した。この例では、中間ギヤ２８を、直接
主従動ギヤ２０に噛合させるのではなく、主従動ギヤ２
０に隣接して主軸１４に嵌装したタイミング駆動ギヤ５
０に噛合させている。このタイミング駆動ギヤ５０は、
主軸１４上に回転自在に嵌装されたスリーブ５１にスプ
ライン噛合しており、同じくスリーブ５１にスプライン
噛合するクラッチアウターＣ１ど一体に回転する。この
例では、クラッチアウターＣ１と主従動ギヤ２０間に介
挿されたダンパーＤが、弁駆動機構のギヤ列に介在する
ことになるから、先の実施例の場合に比してさらに騒音
発生が少なくなる。Next, a modification of the embodiment shown in FIG. 5 will be explained in detail. In the drawings, the same members as those in the previous embodiment are given the same reference numerals. In this example, the intermediate gear 28 is not directly meshed with the main and driven gear 20, but instead is connected to the main and driven gear 20.
A timing drive gear 5 fitted to the main shaft 14 adjacent to the timing drive gear 5
It is meshed with 0. This timing drive gear 50 is
It is spline-engaged with a sleeve 51 rotatably fitted onto the main shaft 14, and rotates together with the clutch outer C1, which is also spline-engaged with the sleeve 51. In this example, the damper D inserted between the clutch outer C1 and the main and driven gear 20 is interposed in the gear train of the valve drive mechanism, so noise generation is further reduced compared to the case of the previous embodiment. It becomes less.

ｌ旦五皇】 以上の説明から明らかな様に、本発明では、主軸、Ｄｉ
軸、およびクランク軸からの動力によりギヤ列を介して
駆動される頭上弁用カム軸を備える内燃４関において、
主軸が、クランク軸に比してＪＪＡ軸に近く配設される
とともに前記ギヤ列の中間軸として兼用されており、主
軸ヒの大径なる主駆動ギヤを利用し、単一の中間軸上の
中間ギヤを介してカム軸に動力を伝達する構造であるか
ら、部品点数が少なく、構造が簡単で組立ても容易であ
り、かつ製作費が低減化されるとともに機関の軽層化を
達成することができる。As is clear from the above explanation, in the present invention, the main axis, Di
In an internal combustion four-speed engine with a shaft and a camshaft for an overhead valve driven through a gear train by power from the crankshaft,
The main shaft is disposed closer to the JJA shaft than the crankshaft, and also serves as the intermediate shaft of the gear train. Because it has a structure in which power is transmitted to the camshaft via an intermediate gear, the number of parts is small, the structure is simple, and assembly is easy, reducing manufacturing costs and making the engine lighter. I can do it.

【図面の簡単な説明】[Brief explanation of the drawing]

１辺ｔ１ 第１＃４９公知に係る弁駆動機構を示す自動二輪車用Ｖ
型エンジンの要部概略側面図、第２図は本発明の一実施
例に係る弁駆動機構を翁えた自動二輪車用エンジンの要
部概略側面図、第３図、第４要部を示す断面図である。 １０・・・内燃機関（エンジン）、１１・・・シリンダ
ー、１２・・・クランク軸、１４・・・主軸、１６・・
・副軸、１８・・・主駆動ギヤ、２０・・・主従動ギヤ
、２２・・・第一のギヤ群、２４・・・第二のギヤ群、
２６・・・中間軸、２８・・・中間ギヤ、３０・・・軸
受、３２・・・カム軸、３３・・・タイミング従動ギヤ
、３４・・・カム、３６・・・ロッカー・アーム、３８
・・・吸気弁、４０・・・排気弁。1 side t1 No. 1 #49 V for motorcycles showing a known valve drive mechanism
FIG. 2 is a schematic side view of the main parts of a motorcycle engine including a valve drive mechanism according to an embodiment of the present invention, and FIGS. 3 and 4 are sectional views showing the main parts. It is. 10... Internal combustion engine (engine), 11... Cylinder, 12... Crankshaft, 14... Main shaft, 16...
- Subshaft, 18... Main drive gear, 20... Main driven gear, 22... First gear group, 24... Second gear group,
26... Intermediate shaft, 28... Intermediate gear, 30... Bearing, 32... Camshaft, 33... Timing driven gear, 34... Cam, 36... Rocker arm, 38
...Intake valve, 40...Exhaust valve.

Claims (1)

【特許請求の範囲】 主駆動ギヤが嵌着されたクランク軸と、該主駆動ギヤと
噛合する主従動ギヤを備えた主軸と、該主軸上の第一の
ギヤ群と噛合する第二のギヤ群を備えるとともに前記主
軸からの動力を後車輪側へ伝達する副軸と、シリンダー
の頭上に配設された吸、排気弁がそれによって駆動され
、前記主駆動ギヤからの動力がギヤ列を介して伝達され
るカム軸とを備える内燃機関において、 前記主軸が、前記クランク軸に比して前記カム軸に近く
配設され、かつ前記ギヤ列の中間軸として兼用されてい
ることを特徴とする内燃機関の弁駆動機構。[Claims] A main shaft including a crankshaft to which a main drive gear is fitted, a main driven gear that meshes with the main drive gear, and a second gear that meshes with a first gear group on the main shaft. A subshaft that transmits the power from the main shaft to the rear wheels and an intake and exhaust valve arranged above the cylinder are driven by the subshaft, and the power from the main drive gear is transmitted through the gear train. In the internal combustion engine, the main shaft is disposed closer to the camshaft than the crankshaft, and is also used as an intermediate shaft of the gear train. Valve drive mechanism of internal combustion engine.
JP20563984A 1984-10-02 1984-10-02 Valve drive mechanism of internal combustion engine with gear transmission for vehicle Expired - Lifetime JPH0650045B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP20563984A JPH0650045B2 (en) 1984-10-02 1984-10-02 Valve drive mechanism of internal combustion engine with gear transmission for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP20563984A JPH0650045B2 (en) 1984-10-02 1984-10-02 Valve drive mechanism of internal combustion engine with gear transmission for vehicle

Publications (2)

Publication Number Publication Date
JPS6185510A true JPS6185510A (en) 1986-05-01
JPH0650045B2 JPH0650045B2 (en) 1994-06-29

Family

ID=16510220

Family Applications (1)

Application Number Title Priority Date Filing Date
JP20563984A Expired - Lifetime JPH0650045B2 (en) 1984-10-02 1984-10-02 Valve drive mechanism of internal combustion engine with gear transmission for vehicle

Country Status (1)

Country Link
JP (1) JPH0650045B2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0907007A1 (en) * 1997-10-02 1999-04-07 Yamaha Hatsudoki Kabushiki Kaisha Camshaft drive assembly

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0907007A1 (en) * 1997-10-02 1999-04-07 Yamaha Hatsudoki Kabushiki Kaisha Camshaft drive assembly
US6199525B1 (en) 1997-10-02 2001-03-13 Yamaha Hatsudoki Kabushiki Kaisha Camshaft drive for engine

Also Published As

Publication number Publication date
JPH0650045B2 (en) 1994-06-29

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