US20040003791A1 - Compression release mechanism - Google Patents

Compression release mechanism Download PDF

Info

Publication number
US20040003791A1
US20040003791A1 US10/328,290 US32829002A US2004003791A1 US 20040003791 A1 US20040003791 A1 US 20040003791A1 US 32829002 A US32829002 A US 32829002A US 2004003791 A1 US2004003791 A1 US 2004003791A1
Authority
US
United States
Prior art keywords
flyweight
cam member
camshaft
internal combustion
combustion engine
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.)
Abandoned
Application number
US10/328,290
Other languages
English (en)
Inventor
Giuseppe Ghelfi
Luciano Golzio
Stefano Albanello
Giovanni Arisio
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.)
TECUMESEH PRODUCTS Co
Original Assignee
TECUMESEH PRODUCTS Co
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 TECUMESEH PRODUCTS Co filed Critical TECUMESEH PRODUCTS Co
Priority to US10/328,290 priority Critical patent/US20040003791A1/en
Assigned to TECUMESEH PRODUCTS COMPANY reassignment TECUMESEH PRODUCTS COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ALBANELLO, STEFANO, ARISIO, GIOVANNI, GHELFI, GIUSEPPE, GOLZIO, LUCIANO
Priority to EP03015089A priority patent/EP1380729A1/de
Publication of US20040003791A1 publication Critical patent/US20040003791A1/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/004—Aiding engine start by using decompression means or variable valve actuation
    • 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
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • 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
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • F01L13/085—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio the valve-gear having an auxiliary cam protruding from the main cam profile

Definitions

  • the present invention relates to compression release mechanisms for small internal combustion engines of the type used in a variety of applications, such as lawnmowers, generators, pumps, tillers, pressure washers and other lawn and garden implements, or in small utility vehicles such as riding lawnmowers, lawn tractors, and the like.
  • the intake and exhaust valves of small internal combustion engines are actuated directly by a camshaft located in the cylinder head, or indirectly through the use of rocker arms, tappets, or other similar means.
  • the crankshaft drives a camshaft which is parallel to the crankshaft and located in the crankcase, and lobes on the camshaft actuate push rods and rocker arms to open and close the valves.
  • One type of overhead cam engine, in which a camshaft in the cylinder head directly actuates the valves is discussed in U.S. Pat. No. 6,295,959, assigned to the assignee of the present invention, the disclosure of which is expressly incorporated herein by reference.
  • Compression release mechanisms for small internal combustion engines are usually operable at cranking speeds to prevent the exhaust valve from fully closing as the piston reaches its top dead center position, thereby allowing venting of pressure from the combustion chamber. In this manner, cranking of the engine is much easier and requires less force to be exerted by the operator.
  • the compression release mechanism is automatically rendered inoperative, such that the exhaust valve fully seats or closes as the piston approaches its top dead center position to allow combustion to proceed in a conventional manner.
  • a problem in many known compression release devices is that such devices incorporate a large number of parts, and are often mechanically complex. Further, such devices typically take up an undesirably large amount of space around the camshaft of the engine.
  • the present invention provides a compression release device for a small internal combustion engine, including a flyweight operatively coupled to a cam member via a cam pivot shaft, wherein a lever arm associated with the flyweight is longer than a lever arm associated with the cam member, such that a relatively small component of pivotal movement of the flyweight is translated into a relatively large component of rotation of the cam member.
  • a spring biases the flyweight to a first position, such that a cam surface of the cam member extends beyond the base circle of the exhaust cam lobe to partially open the exhaust valve and allow release of pressure within the combustion chamber of the engine.
  • the flyweight is moved under centrifugal force to a second position, rotating the cam member to a corresponding second position in which the cam surface is disposed within the base circle of the exhaust cam lobe, such that combustion may occur in a conventional manner.
  • the flyweight has a thin profile, reducing the overall size of the compression release device. Further, the construction of the compression release mechanism allows a relatively small pivotal movement of the flyweight to be transferred into a relatively large rotational movement of the cam member, thereby reducing the amount of space around the camshaft in which the flyweight must operate to actuate the compression release mechanism.
  • the body of the cam member is closely received for rotation within a recess in a support hub of the camshaft, such that forces from the contact between the cam surface of the cam member and the exhaust valve are transferred directly through the cam member to the support hub, and are not transferred to the other moving parts of the compression release mechanism, thereby increasing the operational life of the compression release mechanism.
  • a pivot shaft of the cam member is closely received within a slot of the flyweight such that, in each of the first and second positions of the flyweight, the pivot shaft is positively retained by the flyweight. Therefore, rotational movement of the cam member independent of corresponding pivotal movement of the flyweight is prevented, such that pivotal movement of the flyweight is accurately transferred to corresponding rotational movement of cam member.
  • the present invention provides an internal combustion engine, including a camshaft having at least one cam lobe, the cam lobe including a portion projecting beyond a base circle of the cam lobe for periodically engaging a valve; and a compression release mechanism, including a flyweight having a first end attached at a flyweight pivot to the camshaft, and a second end opposite the first end, the flyweight pivotally movable between first and second positions; a cam member rotatable with respect to the camshaft, the cam member having a body portion with an axis of rotation and a head portion eccentric to the body portion axis, the head portion coupled to the second end of the flyweight, wherein a first lever arm defined between the flyweight pivot and the head portion of the cam member is longer than a second lever arm defined between the body portion axis and the head portion of the cam member, such that a relatively small pivotal movement of the flyweight translates into a relatively large rotational movement of the cam member; and the cam member including a
  • the present invention provides an internal combustion engine, including a camshaft having at least one cam lobe, the cam lobe including a portion projecting beyond a base circle of the cam lobe for periodically engaging a valve; and a compression release mechanism, including a flyweight attached at a flyweight pivot to the camshaft for pivotal movement between first and second positions, the flyweight including an opening therein; a cam member rotatable with respect to the camshaft, the cam member having a body portion and a pivot shaft eccentric to the body portion and extending therefrom, the pivot shaft closely received within the flyweight opening, wherein a first lever arm defined between the flyweight pivot and the pivot shaft of the cam member is longer than a second lever arm defined between the body portion and the pivot shaft of the cam member, such that a relatively small pivotal movement of the flyweight translates into a relatively large rotational movement of the cam member; and the cam member including a cam surface, the cam surface projecting outwardly of the base circle when the flyweight is in
  • FIG. 1 is a perspective cutaway view of an overhead cam engine, showing the crankshaft, timing shaft with timing gear and timing pulley, timing belt, camshaft and camshaft pulley, with the crankcase, cylinder block and cylinder head partially shown;
  • FIG. 2 is a longitudinal sectional view of the engine of FIG. 1;
  • FIG. 3 is an elevational, partially cut away view of the camshaft, showing the compression release mechanism of the present invention in a first operational position in which the exhaust valve is partially opened;
  • FIG. 4 is a elevational, partially cut away view of the camshaft, showing the compression release mechanism of FIG. 3 in a second operational position in which the exhaust valve is allowed to fully close;
  • FIG. 5A is a perspective, exploded view of the compression release mechanism of FIGS. 3 and 4;
  • FIG. 5B is a top view of the flyweight of the compression release mechanism of FIG. 5A viewed along line 5 B- 5 B of FIG. 5A;
  • FIG. 6 is an end view of the compression release mechanism in the first operational position of FIG. 3.
  • FIG. 7 is an end view of the compression release mechanism in the second operational position of FIG. 4.
  • FIGS. 1 and 2 part of the drive train 10 of an overhead cam (“OHC”) engine, which can be either a vertical crankshaft or horizontal crankshaft engine, is shown.
  • OOC overhead cam
  • the engine is described in further detail in the above-incorporated U.S. Pat. No. 6,295,959.
  • the present compression release mechanism 70 described further below, may be used with such overhead cam engines, or alternatively, may also be used in other types of small internal combustion engines, such as overhead valve (“OHV”) engines and side valve or L-head engines.
  • crankcase 8 generally comprises crankcase base 14 and crankcase upper casing 12 , where the upper portion of casing 12 defines a first side 12 a of crankcase 8 , and the lower portion of casing 12 and crankcase base 14 defines a second side 12 b of crankcase 8 opposite the first side of crankcase 8 .
  • Crankcase casing 12 includes upper crankshaft bearing 20 and upper timing shaft bearing 24 .
  • Crankcase base 14 includes lower crankshaft bearing 22 , lower timing shaft bearing 26 , mounting flange 23 , and oil sump 28 .
  • Crankcase casing 12 and crankcase base 14 are attached to one another in a conventional manner.
  • Journals 32 a and 32 b of crankshaft 32 are rotatably carried in upper and lower crankshaft bearings 20 and 22 , respectively, and crankshaft 32 is disposed along an axis L 1- L 1 .
  • Piston 25 (FIG. 2) is slidably received in cylinder bore 15 within cylinder block 16 along axis L 2- L 2 perpendicular to crankshaft axis L 1- L 1 .
  • Cylinder block 16 has integral supports 43 for mounting an electric ignition module (not shown) thereon, and integral cooling fins 34 for dissipating heat.
  • connecting rod 37 is rotatably connected to piston 25 by wrist pin 39 , and is also rotatably connected to crankshaft 32 between throws 36 in a conventional manner.
  • Drive gear 38 secured to crankshaft 32 between upper and lower crankshaft bearings 20 and 22 and disposed in the second or lower side 12 b of crankcase 8 , is driven by crankshaft 32 , and drive gear 38 drives timing gear 40 , which is twice the diameter of drive gear 38 .
  • Timing gear 40 is secured to timing shaft 42 , which is rotatably carried in upper and lower timing shaft bearings 24 and 26 , respectively, and extends substantially completely across crankcase 8 .
  • Timing gear 40 is disposed in the lower side of crankcase 8 .
  • crankshaft 32 is directly rotatably coupled to timing shaft 42 , via drive gear 38 and timing gear 40 , at a location in crankcase base 14 , and crankshaft 32 drives timing shaft 42 at half the speed of crankshaft 32 through a gear set including drive gear 38 and timing gear 40 .
  • Timing shaft 42 is disposed parallel to crankshaft axis L 1- L 1 , and extends externally out of crankcase first or upper side 12 a at one end, on which is secured a drive member in the form of toothed timing shaft pulley 44 held in place by snap ring 45 (FIG. 2).
  • Timing shaft pulley 44 drives toothed timing belt 46 and toothed camshaft pulley 48 (FIG. 2) which is secured to an end of camshaft 50 which extends externally of cylinder head 18 .
  • other endless loop drives can be employed, such as a chain and sprocket mechanism (not shown).
  • Belt guard 52 substantially covers timing belt 46 , and is fixed to cylinder head 18 and crankcase casing 12 . As shown in FIG. 1, a portion of timing belt 46 around timing shaft pulley 44 is not covered by belt guard 52 but rather is exposed.
  • Camshaft 50 is carried in upper and lower camshaft bearings 54 and 56 , respectively, within cylinder head 18 , and is disposed along an axis substantially parallel to crankshaft axis L 1- L 1 .
  • Camshaft 50 has spaced intake and exhaust cam lobes 58 a , 58 b , which periodically actuate tappets 60 as camshaft 50 rotates.
  • Tappets 60 are connected to intake and exhaust valves 62 a , 62 b extending through valve guides 64 within the cylinder head 18 . Valves 62 a , 62 b seat against valve seats 66 which are press-fitted into cylinder head 18 .
  • crankshaft 32 drives timing gear 40 at half crankshaft speed, which in turn drives timing shaft 42 , timing pulley 44 , timing belt 46 , camshaft pulley 48 , and camshaft 50 at a rotational speed equal to timing gear 40 .
  • Rotational camshaft 50 rotates intake and exhaust lobes 58 a , 58 b , which engage tappets 60 to actuate intake and exhaust valves 62 a , 62 b in a conventional manner.
  • Camshaft 50 includes support hub 72 disposed adjacent exhaust lobe 58 b , and support hub includes curved recess 74 .
  • collar 76 Disposed adjacent support hub 72 is collar 76 , which includes cam member hole 78 therethrough in alignment with recess 74 , and which also includes pivot shaft aperture 80 and spring aperture 82 .
  • Support hub 84 is disposed adjacent collar 76 , and includes stop ridge 86 projecting therefrom.
  • Exhaust lobe 58 b , support hub 72 , collar 76 , and support hub 84 may each comprise separate pieces secured individually to camshaft 50 .
  • each of the foregoing components may be integrally formed into a single component such as a rigid plastic, for example, which is secured to camshaft 50 in a suitable manner.
  • Cam member 90 generally includes body portion 92 and head portion 94 .
  • Body portion 92 includes cam surface 96 and flat surface 98
  • head 94 includes cam pivot shaft 100 extending therefrom.
  • the longitudinal axis A 2 of cam pivot shaft 100 is spaced from, and therefore is eccentric with respect to, the longitudinal axis Al of body portion 92 of cam member 90 .
  • Flyweight 102 is curved in shape to generally complement the outer surface of camshaft 50 , and includes first end 102 a disposed proximate a first side of camshaft 50 , and second end 102 b opposite first end 102 a which is disposed proximate a second side of camshaft 50 .
  • First end 102 a of flyweight 102 includes pivot shaft aperture 104 for receipt of flyweight pivot shaft 106 therein.
  • Flyweight pivot shaft 106 is also received within pivot shaft aperture 80 in collar 76 to pivotally attach flyweight 102 to collar 76 .
  • flyweight pivot shaft 106 may be integrally formed with either flyweight 102 or collar 76 .
  • Flyweight 102 includes first side 103 a which is disposed along a plane which is perpendicular to camshaft 50 , and second side 103 b opposite first side 103 a which, as shown in FIG. 5B, is disposed along a plane which is slightly oblique with respect to camshaft 50 .
  • the thickness of flyweight 102 decreases, or tapers, from a maximum thickness at first end 102 a of flyweight 102 to a minimum thickness at second end 102 b of flyweight 102 .
  • a clearance area 105 is defined between second end 102 b of flyweight 102 and collar 76 .
  • flyweight 102 further includes finger 116 for engaging stop ridge 86 to limit the extent of rotational movement of flyweight 102 with respect to support hub 84 , as described below.
  • Spring 112 includes opposite ends which are respectively received within spring aperture 114 in flyweight 102 and within spring aperture 82 of collar 76 .
  • Washer 118 is received about camshaft 50 , and with reference to FIG. 2, it may be seen that washer 118 is sandwiched between flyweight 102 and camshaft bearing 54 .
  • compression release mechanism 70 is disposed on camshaft 50 adjacent exhaust cam lobe 58 b such that compression release mechanism 70 acts upon exhaust valve 62 b to vent pressure from the combustion chamber of engine 10 at cranking speeds.
  • compression release mechanism 70 may also be disposed on camshaft 50 adjacent intake cam lobe 58 a such that compression release mechanism 70 acts upon intake valve 62 a to vent pressure from the combustion chamber of engine 10 at cranking speeds.
  • crankshaft 32 of the engine may be more easily rotated by an operator through the recoil starter mechanism of the engine (not shown), for example, to ease engine starting.
  • flyweight 102 due to the increased speed of rotation of camshaft 50 causes flyweight 102 to rotate upon flyweight pivot shaft 106 outwardly of support hub 84 , overcoming the bias of spring 112 , until finger 116 of flyweight 102 engages stop ridge 86 to limit the extent of outward movement of flyweight 102 .
  • the foregoing rotation of flyweight 102 also rotationally translates cam pivot shaft 100 of cam member 90 within slot 110 of flyweight 102 , thereby rotating cam member 90 such that flat 98 of cam 90 is exposed to tappet 60 of exhaust valve 62 b and cam surface of cam member 90 is rotated within recess 74 of support hub 72 .
  • flyweight 102 has a thin overall profile, and further, flyweight 102 has a particularly thin profile at second end 102 b thereof, such that clearance area 105 is provided between flyweight 102 and collar 76 in which head portion 94 of cam member 90 is received, thereby reducing the overall width of compression release mechanism 70 .
  • body portion 92 of cam member 90 is closely supported for rotation within recess 74 of support hub 72 . Therefore, in the first operational position of compression release mechanism 70 shown in FIG.
  • pivot shaft 100 of cam member 90 is closely received within slot 110 of flyweight 102 such that, in each of the first and second positions of flyweight 102 shown in FIGS. 6 and 7, respectively, pivot shaft 100 is positively retained by flyweight 102 in the positions which are shown in FIGS. 6 and 7. Therefore, rotational movement of cam member 90 independent of corresponding pivotal movement of flyweight 102 is prevented, and pivotal movement of flyweight 102 is accurately and precisely transferred to corresponding rotational movement of cam member 90 .
  • a relatively small component of rotational movement of flyweight 102 is transferred into a relatively large component of rotational movement of body portion 92 of cam member 90 .
  • a first lever arm LA 1 -LA 1 associated with flyweight 102 is much longer than a second lever arm LA 2 -LA 2 associated with cam member 90 , as defined between cam pivot shaft 100 and the longitudinal axis Al of body portion 92 of cam member 90 .
  • FIGS. 6 and 7 it may be seen that a relatively small component of rotational movement of flyweight 102 is transferred into a relatively large component of rotational movement of body portion 92 of cam member 90 .
  • the ratio of the length of the first lever arm to the length of the second lever arm is about 8:1; however, such ratio may be from about 10:1 to about 3:1 to enable a relatively small pivotal movement of flyweight 102 to translate into a relatively large rotational movement of cam member 90 .
  • flyweight 102 moves from its first operational position (FIG. 6) to its second operational position (FIG. 7), cam pivot shaft 100 rotationally translates within slot 110 of flyweight 102 .
  • flyweight 102 rotates through a relatively small angle ⁇ , defined between the first and second positions of lever arm LA 1 -LA 1 , which may be about 5-10° for example, whereas cam member 90 rotates through a much greater angle of up to about 90°. Therefore, the overall extent of movement of flyweight 102 is minimized during operation of compression release mechanism 70 , conserving space within the cylinder head of the engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
US10/328,290 2002-07-08 2002-12-23 Compression release mechanism Abandoned US20040003791A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US10/328,290 US20040003791A1 (en) 2002-07-08 2002-12-23 Compression release mechanism
EP03015089A EP1380729A1 (de) 2002-07-08 2003-07-03 Dekompressionsanordnung für Brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US39444502P 2002-07-08 2002-07-08
US10/328,290 US20040003791A1 (en) 2002-07-08 2002-12-23 Compression release mechanism

Publications (1)

Publication Number Publication Date
US20040003791A1 true US20040003791A1 (en) 2004-01-08

Family

ID=29739338

Family Applications (1)

Application Number Title Priority Date Filing Date
US10/328,290 Abandoned US20040003791A1 (en) 2002-07-08 2002-12-23 Compression release mechanism

Country Status (2)

Country Link
US (1) US20040003791A1 (de)
EP (1) EP1380729A1 (de)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050109304A1 (en) * 2003-08-20 2005-05-26 Rotter Terrence M. Automatic compression release mechanism including feature to prevent unintentional disablement during engine shutdown
US20080289592A1 (en) * 2007-05-22 2008-11-27 Thomas Flender Cam shaft
US20100031718A1 (en) * 2008-08-08 2010-02-11 Lear Corporation Ignition module with multi-beam spring
WO2011110046A1 (zh) * 2010-03-09 2011-09-15 Yu Youyuan 发动机变功率配气控制***
US20150198083A1 (en) * 2014-01-14 2015-07-16 Electro-Motive Diesel Inc. Dual-fuel engine having extended valve opening
CN105370339A (zh) * 2014-08-13 2016-03-02 株式会社工进 引擎的减压装置
US20160084119A1 (en) * 2014-09-22 2016-03-24 Otics Corporation Variable valve mechanism of internal combustion engine
US20180202487A1 (en) * 2015-06-05 2018-07-19 Achates Power, Inc. Minimizing oil leakage from rocking journal bearings
CN110735684A (zh) * 2018-07-18 2020-01-31 本田技研工业株式会社 内燃机
JP2020063729A (ja) * 2018-10-19 2020-04-23 スズキ株式会社 デコンプ装置および動弁機構

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005233176A (ja) * 2004-01-22 2005-09-02 Yamaha Motor Co Ltd デコンプ装置及びそれを有する４サイクルエンジン
JP4887200B2 (ja) * 2006-08-08 2012-02-29 本田技研工業株式会社 デコンプ装置を備えたエンジン
TWI451031B (zh) * 2010-05-12 2014-09-01 Sanyang Industry Co Ltd Engine decompression mechanism
JP2015224578A (ja) * 2014-05-27 2015-12-14 ヤマハ発動機株式会社 エンジン及び車両
JP2015224580A (ja) * 2014-05-27 2015-12-14 ヤマハ発動機株式会社 エンジン及び車両
JP2015224579A (ja) * 2014-05-27 2015-12-14 ヤマハ発動機株式会社 エンジン及び車両
JP6702038B2 (ja) * 2016-07-05 2020-05-27 スズキ株式会社 可変動弁機構、エンジン及び自動二輪車
CN112384683B (zh) * 2018-07-05 2022-08-02 本田技研工业株式会社 发动机的减压装置及发动机

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4898133A (en) * 1988-12-07 1990-02-06 Kohler Co. Automatic compression release apparatus for an internal combustion engine
US4977868A (en) * 1989-07-12 1990-12-18 Tecumseh Products Company Mechanical compression release system
US5197422A (en) * 1992-03-19 1993-03-30 Briggs & Stratton Corporation Compression release mechanism and method for assembling same
US6295959B1 (en) * 1999-03-19 2001-10-02 Tecumseh Products Company External drive double shaft overhead cam engine
US6439187B1 (en) * 1999-11-17 2002-08-27 Tecumseh Products Company Mechanical compression release
US6394054B1 (en) * 2001-01-15 2002-05-28 Tecumseh Products Company Mechanical compression and vacuum release

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050109304A1 (en) * 2003-08-20 2005-05-26 Rotter Terrence M. Automatic compression release mechanism including feature to prevent unintentional disablement during engine shutdown
US6938600B2 (en) * 2003-08-20 2005-09-06 Kohler Co. Automatic compression release mechanism including feature to prevent unintentional disablement during engine shutdown
US20080289592A1 (en) * 2007-05-22 2008-11-27 Thomas Flender Cam shaft
US8720055B2 (en) 2007-05-22 2014-05-13 Mahle International Gmbh Method of assembling a cam shaft that includes a thermal interference fit between the cam shaft and a bearing
US20100031718A1 (en) * 2008-08-08 2010-02-11 Lear Corporation Ignition module with multi-beam spring
US8210008B2 (en) 2008-08-08 2012-07-03 Lear Corporation Ignition module with multi-beam spring
WO2011110046A1 (zh) * 2010-03-09 2011-09-15 Yu Youyuan 发动机变功率配气控制***
US20150198083A1 (en) * 2014-01-14 2015-07-16 Electro-Motive Diesel Inc. Dual-fuel engine having extended valve opening
CN105370339A (zh) * 2014-08-13 2016-03-02 株式会社工进 引擎的减压装置
US20160084119A1 (en) * 2014-09-22 2016-03-24 Otics Corporation Variable valve mechanism of internal combustion engine
US9624795B2 (en) * 2014-09-22 2017-04-18 Otics Corporation Variable valve mechanism of internal combustion engine
US20180202487A1 (en) * 2015-06-05 2018-07-19 Achates Power, Inc. Minimizing oil leakage from rocking journal bearings
US10215221B2 (en) * 2015-06-05 2019-02-26 Achates Power, Inc. Minimizing oil leakage from rocking journal bearings
CN110735684A (zh) * 2018-07-18 2020-01-31 本田技研工业株式会社 内燃机
JP2020063729A (ja) * 2018-10-19 2020-04-23 スズキ株式会社 デコンプ装置および動弁機構
JP7286940B2 (ja) 2018-10-19 2023-06-06 スズキ株式会社 動弁機構

Also Published As

Publication number Publication date
EP1380729A1 (de) 2004-01-14

Similar Documents

Publication Publication Date Title
US20040003791A1 (en) Compression release mechanism
US7263960B2 (en) Engine decompression system
US6279522B1 (en) Drive train for overhead cam engine
CA2400098C (en) Direct lever overhead valve system
US6276324B1 (en) Overhead ring cam engine with angled split housing
US5884593A (en) Head and overhead camshaft assembly for an internal combustion engine
US5184586A (en) Mechanical compression release for an internal combustion engine
US7174871B2 (en) Mechanical compression and vacuum release mechanism
EP1039098B1 (de) Brennkraftmaschine mit einer doppelten von aussen angetriebenen obenliegenden Nockenwelle
US5957097A (en) Internal combustion engine with automatic compression release
CA2636613C (en) Mechanical compression and vacuum release mechanism
US20040139940A1 (en) Internal combustion engine
US7552706B2 (en) Automatic decompression mechanism for an engine
JP2005233176A (ja) デコンプ装置及びそれを有する４サイクルエンジン
US6792905B2 (en) Compression release mechanism
WO2008098433A1 (fr) Moteur à arbre à cames auxiliaire
JP2923842B2 (ja) エンジンにおけるデコンプ装置
JPH04191408A (ja) 四サイクルエンジンのオートデコンプ装置
AU2001247167C1 (en) Direct lever overhead valve system
AU2001247167A1 (en) Direct lever overhead valve system

Legal Events

Date Code Title Description
AS Assignment

Owner name: TECUMESEH PRODUCTS COMPANY, MICHIGAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:GHELFI, GIUSEPPE;GOLZIO, LUCIANO;ALBANELLO, STEFANO;AND OTHERS;REEL/FRAME:013919/0836

Effective date: 20030306

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION