JPS6235844Y2 - - Google Patents
Info
- Publication number
- JPS6235844Y2 JPS6235844Y2 JP13095181U JP13095181U JPS6235844Y2 JP S6235844 Y2 JPS6235844 Y2 JP S6235844Y2 JP 13095181 U JP13095181 U JP 13095181U JP 13095181 U JP13095181 U JP 13095181U JP S6235844 Y2 JPS6235844 Y2 JP S6235844Y2
- Authority
- JP
- Japan
- Prior art keywords
- bushing
- valve
- transmission member
- internal combustion
- shaft
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims description 16
- 230000005540 biological transmission Effects 0.000 claims description 12
- 239000011435 rock Substances 0.000 claims 2
- 239000000446 fuel Substances 0.000 description 5
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 238000007906 compression Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
Landscapes
- Valve Device For Special Equipments (AREA)
Description
【考案の詳細な説明】
本考案は多気筒内燃機関の動弁機構に係り、特
に機関の作動中、低、中負荷時に於て、一部気筒
の稼動を止めるに当り、吸排気弁の作動を停止し
得る動弁機構に係るものである。[Detailed description of the invention] The present invention relates to a valve mechanism for a multi-cylinder internal combustion engine, and in particular, when the engine is in operation or at low or medium load, when stopping the operation of some cylinders, the intake and exhaust valves are activated. This relates to a valve mechanism that can stop the operation.
内燃機関は一般にアイドリング時や降坂時等の
余剰出力のある所謂低負荷時には圧縮工程におけ
るポンピングロスが大きくなり燃料消費率が悪化
するものである。 In general, when an internal combustion engine is at a so-called low load with surplus output, such as when idling or when going downhill, pumping loss in the compression process becomes large and the fuel consumption rate worsens.
従つて、このことによる改善策として、従来多
気筒内燃機関にあつては、低、中負荷時は一部気
筒の稼動を止めることによつて、高負荷作動状態
を作り、燃料消費率の向上を計ることが行なわれ
てきた。 Therefore, as an improvement measure for this, in the case of conventional multi-cylinder internal combustion engines, by stopping the operation of some cylinders during low to medium load, it is possible to create a high load operating state and improve the fuel consumption rate. has been measured.
この多気筒内燃機関に於る一部気筒の稼動を止
める手段としては、電子制御燃料噴射機関にあつ
ては、燃料の噴射を一時的に停止する方法が用い
られてきたが、この手段は気化器付機関には採用
し得ないことや、燃料の噴射を停止した気筒に於
ても吸排気バルブは通常と同じように作動してい
るため、ピストンの作動に伴い空気を吸入、吐出
するため、ポンピングロスは依然として回避し得
ないと言う問題点を有していた。 As a means to stop the operation of some cylinders in this multi-cylinder internal combustion engine, in the case of electronically controlled fuel injection engines, a method has been used to temporarily stop fuel injection. It cannot be used in equipped engines, and even in cylinders where fuel injection is stopped, the intake and exhaust valves operate as usual, so air is sucked in and discharged as the piston operates. However, pumping losses still remain unavoidable.
そのため近年、一部気筒の稼動を止める手段と
して、ロツカアームとバルブとの間の間隙を強制
的に大となすことによつて、バルブの作動を停止
させようとする手段が試みられ、実施に移されよ
うとしている。 Therefore, in recent years, attempts have been made to stop the operation of some cylinders by forcibly increasing the gap between the rocker arm and the valve. It's about to happen.
しかしながら、このロツカアームとバルブとの
間隙を強制的に大となすことによるバルブ作動停
止手段にあつても、現在のところ充分良好に作動
し得る動弁機構が開発されていないことから、こ
の開発は急務となつてきている。 However, even with this method of stopping the valve operation by forcibly increasing the gap between the rocker arm and the valve, no valve train mechanism that can operate satisfactorily has been developed at present, so this development is difficult. This has become an urgent task.
このような状況に鑑み、本考案者は先に出願し
た（実願昭56−103489号）優れたこの種の動弁機
構を提供しましたが、その後の研究により不具合
があることが判明しました。 In view of this situation, the inventor of this invention previously filed an application (Utility Application No. 56-103489) to provide this type of excellent valve mechanism, but subsequent research revealed that it had a defect. .
すなわち、先に出願した内燃機関の動弁機構
は、機関の運転時に一部の気筒の稼動を停止する
ように構成した多気筒内燃機関において、
ロツカシヤフト上に該ロツカシヤフトの軸心に
対して偏心して第１ブツシユが嵌挿されていて、
第１ブツシユ上に該第１ブツシユの軸心に対して
第１ブツシユの偏心方向とは反対方向に偏心して
第２ブツシユが嵌挿されていて、該第２ブツシユ
上にロツカアームが遊挿されており、前記第１ブ
ツシユと第２ブツシユをロツカシヤフトの軸心に
対して同角度で同時に反対方向に回転、制御せし
めることによりロツカアームを垂直上方向に移動
させ、ロツカアームを弁より離脱せしめるように
構成されていることを特徴とするものであるが、
第１図に示すようにロツカアームＲと接触してい
るバルブ８がロツカアームの揺動により吸排気作
動をしている状態の時に、第１ブツシユ３はロツ
カシヤフト２の軸心に対して該軸心を通るＸ−Ｘ
線上でｅだけ偏心してロツカシヤフト２上に嵌合
されていて、また第２ブツシユ４は該第１ブツシ
ユ３上に該第１ブツシユの軸心に対して第１ブツ
シユの偏心方向とは反対方向のＸ−Ｘ線上にｅだ
け偏心して嵌合されている。そのためにバルブ作
動時に於けるＦ方向の作動荷重に対して第１ブツ
シユ２及び第２ブツシユ３はそれぞれＡ方向、Ｂ
方向の作用力を受け、ロツカアームＲは不安定な
状態で揺動することになり、通常のバルブ作動時
における正常の位置が保持しにくくなる欠点を有
していることが種々研究の結果、判明するに至つ
た。 In other words, the previously applied valve train for an internal combustion engine is a multi-cylinder internal combustion engine configured to stop the operation of some cylinders during engine operation. The first bushing is inserted,
A second bushing is fitted onto the first bushing so as to be eccentric in a direction opposite to the eccentric direction of the first bushing with respect to the axis of the first bushing, and a rocker arm is loosely inserted onto the second bushing. The first bushing and the second bushing are simultaneously rotated and controlled in opposite directions at the same angle with respect to the axis of the rocker shaft, thereby moving the rocker arm vertically upward, thereby causing the rocker arm to be separated from the valve. It is characterized by
As shown in FIG. 1, when the valve 8 in contact with the rocker arm R is performing intake and exhaust operations due to the swinging of the rocker arm, the first bush 3 has its axis aligned with the axis of the rocker shaft 2. passing X-X
The second bushing 4 is fitted onto the rocker shaft 2 eccentrically by e on the line, and the second bushing 4 is fitted on the first bushing 3 in a direction opposite to the eccentric direction of the first bushing with respect to the axis of the first bushing. It is fitted eccentrically by e on the X-X line. For this reason, the first bushing 2 and the second bushing 3 act in the A direction and B direction, respectively, against the operating load in the F direction when the valve is operated.
As a result of various studies, it has been found that the locking arm R swings in an unstable state due to the acting force in the direction, and has the disadvantage that it is difficult to maintain the normal position during normal valve operation. I came to the conclusion.
本考案はこのような欠点を解決し、多気筒内燃
機関で特に機関の作動中に低、中負時に於いて、
一部気筒の稼動を止めるに当り、円滑に作動し得
るのみならず、通常のバルブ作動時に於いてロツ
カアームの保持状態が安定化した動弁機構を提供
しようとするものである。 The present invention solves these drawbacks, and in multi-cylinder internal combustion engines, especially at low, medium and negative times during engine operation,
The present invention aims to provide a valve operating mechanism that not only operates smoothly when stopping the operation of some cylinders, but also stabilizes the holding state of the rocker arm during normal valve operation.
即ち、機関の運転時に一部の気筒の稼動を停止
するように構成した多気筒内燃機関において、
ロツカシヤフト上に該ロツカシヤフトの軸心に
対して該軸心を通るＹ−Ｙ線上の下方向に偏心し
て第１ブツシユが嵌挿され、更に第１ブツシユ上
に該第１ブツシユの軸心に対して第１ブツシユの
偏心方向と同一方向のＹ−Ｙ線上に偏心して第２
ブツシユが嵌挿され且つ、該第２ブツシユ上にロ
ツカアームが遊挿されており、前記第１ブツシユ
と第２ブツシユをロツカシヤフトの軸心に対して
同角度で同時に互いに反対方向に回転、制御せし
めることによりロツカアームをバルブより離脱せ
しめるように構成されていることを特徴とするも
のである。 That is, in a multi-cylinder internal combustion engine configured to stop the operation of some cylinders during engine operation, there is a downward bias on the rocker shaft with respect to the axis of the rocker shaft on the Y-Y line passing through the axis. A first bushing is fitted and inserted into the first bushing, and a second bushing is mounted on the first bushing and is eccentrically located on the Y-Y line in the same direction as the eccentric direction of the first bushing with respect to the axis of the first bushing.
A bushing is fitted and inserted, and a locking arm is loosely inserted onto the second bushing, and the first bushing and the second bushing are simultaneously rotated and controlled in mutually opposite directions at the same angle with respect to the axis of the locking shaft. This feature is characterized in that the locker arm is configured to be detached from the valve by the locker arm.
以下図面を参照して、本考案の実施例を詳細に
説明する。 Embodiments of the present invention will be described in detail below with reference to the drawings.
第２図に示すようにロツカアームＲは、プツシ
ユロツド７（OHCの場合はカム）に接触して揺
動することによりバルブ８を開閉作動するように
なつている。先ずロツカシヤフト上２に該ロツカ
シヤフトの軸心に対して該軸心を通るＹ−Ｙ線上
の下方向にｅだけ偏心して第１ブツシユ３が嵌合
されている。該第１ブツシユ３上に該第１ブツシ
ユの軸心に対して第１ブツシユの偏心方向と同一
方向のＹ−Ｙ線上にｅだけ偏心して第２ブツシユ
が嵌合されている。そして第３図を参照しその原
理を説明すると第１ブツシユ３と第２ブツシユ４
をロツカシヤフト２の軸心に対して同角度で同時
に互いに反対方向に回転、制御する（第１ブツシ
ユは時計方向、第２ブツシユ４は反時計方向に回
転させる。）ことによりロツカアームＲを垂直上
方向に移動させ、ロツカアームをバルブ８より離
脱せしめることになる。 As shown in FIG. 2, the rocker arm R contacts a push rod 7 (a cam in the case of OHC) and swings to open and close the valve 8. First, a first bush 3 is fitted onto the rocker shaft 2 so as to be eccentric downwardly by e on the Y--Y line passing through the shaft center with respect to the shaft center of the rocker shaft. A second bush is fitted onto the first bush 3 so as to be eccentric by e on the Y-Y line in the same direction as the eccentric direction of the first bush with respect to the axis of the first bush. To explain the principle with reference to Fig. 3, the first bush 3 and the second bush 4
are rotated and controlled simultaneously in opposite directions at the same angle with respect to the axis of the rocker shaft 2 (the first bushing is rotated clockwise and the second bushing 4 is rotated counterclockwise) to move the rocker arm R vertically upward. The locking arm is moved away from the valve 8.
また、第３図に示されるように、ロツカシヤフ
ト２の軸心に対して、第１ブツシユ３及び第２ブ
ツシユ４の軸心は同一線上であるＹ−Ｙ線上に偏
心してそれぞれ嵌合、組合わされているためにロ
ツカアームと接触しているバルブがロツカアーム
の揺動により吸排気作動をしている状態の時にＦ
方向の作用荷重に対してもロツカアームは安定し
た状態で正常の位置を保持できるものである。 Further, as shown in FIG. 3, the axes of the first bush 3 and the second bush 4 are fitted and assembled eccentrically on the same line Y-Y with respect to the axis of the rocker shaft 2. Therefore, when the valve in contact with the rocker arm is in the state of intake/exhaust operation due to rocking of the rocker arm, the F
The rocker arm can maintain its normal position in a stable state even when applied with a load in any direction.
次に、本考案の作動状態を順次説明する。第２
図において、ロツカシヤフト２に伝達部材５が嵌
合されていて第２ブツシユ４にピン４１が取り付
けられ、該伝達部材５の任意の個所に設けられた
溝５２（孔を設けて、ピンを嵌合させてもよ
い。）に該ピン４１が嵌合されていて伝達部材と
第２ブツシユは連動するように構成されている。
第１ブツシユ３と伝達部材５上にロツカシヤフト
の軸心より等距離にある個所にそれぞれ連結ピン
３１，５１が設けられ、該連結ピン３１，５１に
長さの等しいリンク６，６が連結されていて、リ
ンクの他端はそれぞれ同一支点９で連結され該同
一支点９はエアシリンダ１０に接続されている。
第２図の場合はロツカアームＲと接触しているバ
ルブ８がロツカアームの揺動により吸排気作動を
しているが、多気筒内燃機関の作動中、低、中負
荷時に於いて、一部気筒の稼動を止めるに当つて
はエアシリンダ１０（油圧シリンダ、ソレノイド
等他の機構のものでも良い。）を作動させ同一支
点９を垂直上方向に移動せしめることにより、各
リンク６，６を介して第１ブツシユ３及び伝達部
材５を介し第２ブツシユ４をロツカシヤフト２の
軸心に対して同じ角度で同時に反対方向に回転さ
せ（第１ブツシユは時計方向、第２ブツシユは反
時計方向）、ロツカアームＲを垂直上方向に移動
させロツカアームＲをバルブ８より離脱せしめ従
つてロツカアームＲがプツシユロツド７により揺
動してもバルブ８は作動せず多気筒内燃機関の作
動中、一部気筒の稼動を止めることになる。この
場合、仮にロツカアームに偏心プツシユを一つで
作動させるとロツカアームは垂直上方向には移動
せず、斜上方向に移動しプツシユロツドと接触せ
ずはなれてしまうことがあり、しかもロツカアー
ムを充分な上方向に移動せしめるには偏心ブツシ
ユを大きくロツカシヤフトの軸心に対して回転さ
せなくてはならないが、本考案の場合は前述の如
くロツカシヤフト上に偏心させたブツシユを二重
嵌合させているため、水平方向の移動はなく垂直
上方向のみの移動となりロツカアームＲとプツシ
ユロツド７との離脱もなく、しかも第１ブツシ
ユ、第２ブツシユと偏心量ｅが２倍となり一つの
偏心ブツシユと比較した場合、半分の回転角度で
充分な垂直上方向のロツカアームの移動が行なわ
れる。 Next, the operating states of the present invention will be sequentially explained. Second
In the figure, a transmission member 5 is fitted to the rocker shaft 2, a pin 41 is attached to the second bush 4, and a groove 52 (hole is provided at an arbitrary location of the transmission member 5) to allow the pin to fit. ), and the transmission member and the second bushing are configured to interlock with each other.
Connecting pins 31 and 51 are provided on the first bushing 3 and the transmission member 5 at positions equidistant from the axis of the rocker shaft, respectively, and links 6 and 6 of equal length are connected to the connecting pins 31 and 51. The other ends of the links are connected at the same fulcrum 9, and the same fulcrum 9 is connected to an air cylinder 10.
In the case of Fig. 2, the valve 8 in contact with the rocker arm R performs intake and exhaust operations by the swinging of the rocker arm. To stop the operation, the air cylinder 10 (a hydraulic cylinder, a solenoid, or other mechanism may be used) is activated to move the same fulcrum 9 vertically upward, and the The second bushing 4 is simultaneously rotated in opposite directions at the same angle with respect to the axis of the rocker shaft 2 via the first bushing 3 and the transmission member 5 (the first bushing is clockwise, the second bushing is counterclockwise), and the rocker arm R is rotated. is moved vertically upward to separate the rocker arm R from the valve 8, so that even if the rocker arm R is swung by the push rod 7, the valve 8 will not operate and the operation of some cylinders will be stopped during the operation of the multi-cylinder internal combustion engine. become. In this case, if one eccentric pusher is operated on the rocker arm, the rocker arm will not move vertically upward, but will move diagonally upward, and may separate from the push rod without contacting it. In order to move the eccentric bush in this direction, the eccentric bush must be rotated significantly with respect to the axis of the rocker shaft, but in the case of the present invention, the eccentric bush is double fitted onto the rocker shaft as described above. There is no movement in the horizontal direction, only movement in the vertical upward direction, and there is no separation between the locker arm R and the push rod 7, and the eccentricity e of the first and second bushes is doubled, making it half as large as a single eccentric bush. Sufficient vertical upward movement of the rocker arm is achieved with a rotation angle of .
以上の説明で第１ブツシユと第２ブツシユをロ
ツカシヤフトの軸心に対して同角度で同時に互い
に反対方向に回転、制御させる機構としては第２
図に示したがこれに限定されるものでないことは
言うまでもない。 In the above explanation, the mechanism for rotating and controlling the first bushing and the second bushing at the same angle with respect to the axis of the rocker shaft in mutually opposite directions is the second bushing.
Although shown in the figure, it goes without saying that the invention is not limited to this.
また、多気筒内燃機関の一部気筒の稼動を止め
た場合、すなわちロツカアームがバルブ８と接触
せず離脱している場合、ロツカアームＲがフリー
な状態になつてしまうので、ロツカアームのプツ
シユロツドに接触している側のアームの任意の個
所とロツカシヤフトをコイルバネ等の弾性部材を
連結し、該コイルバネの弾性力によりプツシユロ
ツドに押えておくか、あるいはプツシユロツド側
よりロツカアームに押えつける、すなわちその構
成としては第４図に示すようにカムシヤフト１４
と接触しているタペツト１１にバネ１２を介しス
キマε（εはロツカアームＲの最大可変リフト量
より大きくとる。）を設け、プツシユロツドを支
持しているスピンドル１３が摺動可能に嵌合され
ているように構成されていてバネ１２の弾性力に
よりプツシユロツド７をロツカアームＲに押しつ
けておくことはロツカアームが安定した状態で保
持されるので効果的である。また第５図に示すよ
うな構成でも上記の効果は充分得られる。 Furthermore, when some cylinders of a multi-cylinder internal combustion engine stop operating, that is, when the rocker arm is detached from the valve 8 without contacting it, the rocker arm R becomes free and cannot contact the push rod of the rocker arm. An elastic member such as a coil spring is connected to any part of the arm on the side that is holding the locking shaft, and the locking shaft is pressed against the push rod by the elastic force of the coil spring, or the locking shaft is pressed against the locking arm from the push rod side. Camshaft 14 as shown
A gap ε (ε is larger than the maximum variable lift amount of the rocker arm R) is provided on the tappet 11 which is in contact with the push rod via a spring 12, and a spindle 13 supporting the push rod is slidably fitted therein. It is effective to keep the push rod 7 pressed against the rocker arm R by the elastic force of the spring 12 because the rocker arm is held in a stable state. Further, the above effects can be sufficiently obtained even with the configuration shown in FIG.
以上の説明から明らかな如く、本考案は、多気
筒内燃機関の動弁機構に係り、特に機関の作動中
に低、中負荷時に於いて、一部気筒の稼動を止め
るに当り、円滑に作動し得るのみならず、通常の
バルブ作動時に於いてもロツカアームの保持状態
が安定化した動弁機構であり、優れた効果を有す
るものである。 As is clear from the above description, the present invention relates to a valve train for a multi-cylinder internal combustion engine, and is particularly useful when stopping the operation of some cylinders at low to medium loads while the engine is running. This is a valve operating mechanism in which the rocker arm is held in a stable state even during normal valve operation, and has excellent effects.
第１図は、先に出願した動弁機構を示す部分断
面略図、第２図は本考案の動弁機構を示す分部断
面正面図、第３図は本考案の動弁機構を示す部分
断面略図を示す、第４図、第５図は本考案の実施
例の動弁機械を示す部分断面図を示す。
付号の説明、Ｒ……ロツカアーム、２……ロツ
カシヤフト、３……第１ブツシユ、４……第２ブ
ツシユ、５……伝達部材、６……リンク、７……
プツシユロツド、８……バルブ、９……同一支
点、１０……エアシリンダ。
Fig. 1 is a partial cross-sectional schematic diagram showing the previously applied valve train mechanism, Fig. 2 is a partial cross-sectional front view showing the valve train mechanism of the present invention, and Figure 3 is a partial cross-sectional view showing the valve train mechanism of the present invention. FIGS. 4 and 5, which are schematic diagrams, are partial sectional views showing a valve train according to an embodiment of the present invention. Explanation of the numbers, R...Rotsuka arm, 2...Rotsuka shaft, 3...First bushing, 4...Second bushing, 5...Transmission member, 6...Link, 7...
Push rod, 8... Valve, 9... Same fulcrum, 10... Air cylinder.
Claims (1)
ように構成した多気筒内燃機関において、 ロツカシヤフト上に該ロツカシヤフトの軸心
に対して該軸心を通るＹ−Ｙ線上の下方向に偏
心して第１ブツシユが嵌挿され更に、第１ブツ
シユ上に該第１ブツシユの軸心に対して第１ブ
ツシユの偏心方向と同一方向のＹ−Ｙ線上に偏
心して第２ブツシユが嵌挿され且つ、該第２ブ
ツシユ上にロツカアームが遊挿されており、前
記第１ブツシユと第２ブツシユをロツカシヤフ
トの軸心に対して同角度で同時に互いに反対方
向に回転、制御せしめることによりロツカアー
ムをバルブより離脱せしめるように構成されて
いることを特徴とする内燃機関の動弁機構。 (2) 前記ロツカシヤフトに伝達部材をロツカアー
ム側面に接するよう嵌合せしめ該伝達部材と第
２ブツシユは連続するようされていて、第１ブ
ツシユ及び伝達部材上にロツカシヤフトの軸心
より等距離にある個所に連結ピンをそれぞれ設
け、該連結ピンに長さの等しいリンクをそれぞ
れ連結する一方、リンクの他端は同一支点で連
結されていて、該同一支点を移動、制御せしめ
ることにより、リンクを開閉させ、各リンクを
介し第１ブツシユ及び伝達部材を介し第２ブツ
シユをロツカシヤフトの軸心に対して同じ角度
で同時に互いに反対方向に回転、制御せしめる
ことを特徴とする実用新案登録請求の範囲第１
項記載の内燃機関の動弁機構。 (3) 前記第２ブツシユの側面の任意の個所にピン
を取り付け、前記伝達部材の一端に設けられた
溝もしくは孔に該ピンを嵌合させることにより
伝達部材と第２ブツシユは連動することを特徴
とする実用新案登録請求の範囲第２項記載の内
燃機関の動弁機構。 (4) 前記リンクの他端が連結されている同一支点
はエアシリンダ又は油圧シリンダに接続され、
該エアシリンダ又は油圧シリンダを制御させる
ことにより、該同一支点は移動、制御されるこ
とを特徴とする実用新案登録請求の範囲第２項
記載の内燃機関の動弁機構。[Scope of Claim for Utility Model Registration] (1) In a multi-cylinder internal combustion engine configured to stop operation of some of the cylinders during engine operation, a vehicle on the rock shaft that passes through the shaft center of the rock shaft A first bushing is fitted and inserted eccentrically downward on the Y-Y line, and a first bushing is further eccentrically placed on the Y-Y line in the same direction as the eccentric direction of the first bushing with respect to the axis of the first bushing. a second bushing is inserted into the center, a locking arm is loosely inserted onto the second bushing, and the first bushing and the second bushing are simultaneously rotated in opposite directions at the same angle with respect to the axis of the locking shaft; A valve operating mechanism for an internal combustion engine, characterized in that the locking arm is disengaged from a valve by controlling the valve mechanism. (2) A transmission member is fitted to the locking shaft so as to be in contact with the side surface of the locking arm, the transmission member and the second bushing are continuous, and a position on the first bushing and the transmission member is equidistant from the axis of the locking shaft. A connecting pin is provided at each of the connecting pins, and links of equal length are connected to the connecting pins, while the other ends of the links are connected at the same fulcrum, and the links are opened and closed by moving and controlling the same fulcrum. , the first bushing and the second bushing are simultaneously rotated and controlled in mutually opposite directions at the same angle with respect to the axis of the rocker shaft through the respective links and through the transmission member.
Valve mechanism for an internal combustion engine as described in . (3) The transmission member and the second bushing are interlocked by attaching a pin to an arbitrary location on the side surface of the second bushing and fitting the pin into a groove or hole provided at one end of the transmission member. A valve train mechanism for an internal combustion engine according to claim 2 of the patented utility model. (4) The same fulcrum to which the other end of the link is connected is connected to an air cylinder or a hydraulic cylinder,
The valve operating mechanism for an internal combustion engine according to claim 2, wherein the same fulcrum is moved and controlled by controlling the air cylinder or the hydraulic cylinder.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13095181U JPS5866126U (en) | 1981-09-04 | 1981-09-04 | Valve mechanism of internal combustion engine |
| US06/396,546 US4475496A (en) | 1981-07-13 | 1982-07-09 | Valve mechanism |
| DE19823226196 DE3226196A1 (en) | 1981-07-13 | 1982-07-13 | VALVE DRIVE |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13095181U JPS5866126U (en) | 1981-09-04 | 1981-09-04 | Valve mechanism of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5866126U JPS5866126U (en) | 1983-05-06 |
| JPS6235844Y2 true JPS6235844Y2 (en) | 1987-09-11 |
Family
ID=29924553
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13095181U Granted JPS5866126U (en) | 1981-07-13 | 1981-09-04 | Valve mechanism of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5866126U (en) |
-
1981
- 1981-09-04 JP JP13095181U patent/JPS5866126U/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5866126U (en) | 1983-05-06 |
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