CN101158296A - Cam axle underneath type valve mechanism of motorcycle engine - Google Patents

Abstract

The invention provides a camshaft underslung valve mechanism of a motorcycle engine, comprising a camshaft, an air inlet jogger, an air outlet jogger, an air inlet rocker arm, an air outlet rocker arm, an air inlet valve and an air outlet valve. The camshaft of the invention is provided with an air inlet cam and an air outlet cam which respectively push the air inlet jogger and the air outlet jogger by an air inlet tappet and an air outlet tappet with a disc-shaped flat bottom; the axis line of the air inlet tappet and the air outlet tappet are orthogonal with the axis line of the camshaft. The cam profiles of the air inlet cam and the air outlet cam are respectively formed by connecting nine line segments with smooth transition of a line head and a line tail. Therefore, the invention has the advantages of high timing exactness of air inlet and air outlet, good continuity in inlet and outlet processes without mutation of the inertia force, good force transmission performance of a driven part, and high transmission efficiency. The power and the torque of the engine can be improved by 10% to 13%, and the noise can be reduced by about 10dB.

Description

A kind of cam axle underneath type valve mechanism of motorcycle engine

Technical field

The distribution device of motorcycle engine involved in the present invention is specifically related to the distribution device of camshaft underneath type.

Background technique

The distribution device of motorcycle engine has to be put on the camshaft and underlying two classes.The former motor is practised and is claimed camshaft up-set type motor, and the latter practises title camshaft underneath type motor (also claiming the CG Engine Series).Former structure is simple relatively, and it comes directly to promote respectively the inlet and outlet rocking arm to realize the cylinder distribution by the cam that advances, arranges on the camshaft.But since the camshaft of this up-set type far away from bent axle, must could obtain driving force from the bent axle of bottom by chain-driven, therefore, the timing property of its distribution is relatively poor, and then causes power, moment of torsion and the efficient of motor all not high.The latter directly obtains driving force by gear transmission from bent axle.But because this camshaft is again away from the inlet and outlet rocking arms, so, must between camshaft and inlet and outlet rocking arm, transmit by other component.The distribution device of existing camshaft underneath type motor is by the camshaft that a cam is only arranged; Each the inlet and outlet rocking arm that is installed in these cam both sides and promotes by same cam; Each inlet and outlet push rod that promotes by the inlet and outlet rocking arm respectively; Each inlet and outlet rocking arm that promotes by the inlet and outlet push rod and that drive and inlet and outlet door that all be furnished with Returnning spring constitutes by the inlet and outlet rocking arm respectively respectively.Equip the two class motors that the producer suitable with technological level produce respectively and compare, the CG Engine Series is relatively good aspect valve timing.Therefore, in increasing motorcycle, adopted this class CG Engine Series.Yet, owing to all only designed a shared cam on the camshaft of existing C G Engine Series, promptly drive two sets of transmission mechanism and inlet and outlet rocking arm simultaneously by same cam, realize opening and closing of inlet and outlet door.From the angle of design rule and requirement, intake cam mechanism designs for flyback type, and exhaust cam mechanism then is type design in the same way.Under the identical condition of inlet and outlet Cam Design parameter, the designed two cam profile molded lines that go out should be different.And under the situation of a shared cam, both profile molded lines all can not meet design requirement, be the profile molded lines of sacrificing one of them---at present, press the intake cam mechanism design mostly, it is the flyback type design, exhaust cam is substituted by intake cam, makes the inlet and outlet process can not control the open and close of inlet and outlet door according to the motion that meets rule, can not realize the timing distribution of expecting.So, just make that power, moment of torsion and even the efficient of existing C G Engine Series are still on the low side; The distribution noise is also wayward.

Summary of the invention

First purpose of the present invention is at the deficiencies in the prior art, to provide a kind of cam axle underneath type valve mechanism that can guarantee its inlet and outlet process is met respectively the motorcycle engine of characteristics of motion design.

Second purpose of the present invention is to realize on the first purpose basis, for this distribution device provides the driving mechanism that a kind of transmission force property is good, lubricating condition is good.

The 3rd purpose of the present invention is, realizing on the second purpose basis, not only do not had rigid impulse but also do not had soft impulse, inlet and outlet cam that the distribution noise is little for this distribution device provides a kind of.

For realizing described first goal of the invention, technological scheme provided by the invention is a kind of like this cam axle underneath type valve mechanism of motorcycle engine.This distribution device aspect same as the prior art is: it comprises the camshaft that has cam on it, the final inlet and outlet push rod that promotes by cam, the inlet and outlet push rod is connected and promotes the inlet and outlet rocking arm of its swing respectively with the one end by the bulb hinge of upper end separately, the inlet and outlet rocking arm is respectively by adjustment screw and the conflict of its tail end on the other end separately and promote the inlet and outlet door of their unlatchings; Be separately installed with each Returnning spring that orders about them and close on this inlet and outlet door.Its improvements are, the cam that has on the camshaft among the present invention is two, and they are respectively can be separately to its intake cam that designs and exhaust cam.This intake cam and exhaust cam are again to promote the inlet and outlet push rod by air inlet tappet and the exhaust tappet that moves driven rod-type respectively---the upper end of this air inlet tappet and exhaust tappet interconnects by each the bulb hinge in inlet and outlet push rod lower end respectively.

For realizing described second goal of the invention, in the first goal of the invention scheme of realization, air inlet tappet that is adopted and exhaust tappet all are its bottom surfaces perpendicular to the flat tappet of dish type of axis separately, the axis of this air inlet tappet and exhaust tappet again all with the orthogonal axe of camshaft of the present invention.

For realizing described the 3rd goal of the invention, in the second goal of the invention scheme of realization, the cam profile of its intake cam and exhaust cam is formed by connecting by the line segment of nine sections head and the tail smooth excessivenesses respectively.They are successively: 1. rise sinusoidal is revised section, the 2. at the uniform velocity section of correction, the 3. sinusoidal principal curve section of rise, 4. rise cosine principal curve section, 5. backhaul cosine principal curve section, the 6. sinusoidal principal curve section of backhaul, the 7. at the uniform velocity section of correction, the 8. sinusoidal correction of backhaul section of backhaul of rise, 9. basic circle closely stops the arc section of angle correspondence.

The present invention controls the identical of process that the inlet and outlet door opens and closes and prior art, does not give unnecessary details.Remove to have kept and of the prior artly bulb is set and connects with principal and subordinate's moving part at its two ends, to eliminate outside the advantage that retrains by the bulb hinge at its inlet and outlet push rod.Compared with prior art, the present invention has following superiority.

From the scheme that realizes first goal of the invention as can be seen, because the present invention has substituted that shared cam of inlet and outlet of the prior art with intake cam and exhaust cam, so, people just can design on the CG Engine Series camshaft corresponding cam respectively according to the characteristics of motion of inlet and outlet process fully, and then have really satisfied the timing property requirement of this Engine Series aspect inlet and outlet.

From the additional aspects that realizes second goal of the invention as can be seen since the present invention in air inlet tappet and exhaust tappet be the flat mobile follower lever of dish type.So, the problem that inlet and outlet swing arm of the prior art weares and teares between its rotary shaft hole and rotating shaft afterwards and has influence on the transmission accuracy not only can not take place, and between the bottom surface of two cams and its corresponding respectively inlet and outlet tappet, also form easily and can keep lubricant film, and then reduced the distribution noise, also improved the transmission efficiency height.Again since air inlet tappet and exhaust tappet be the flat axis of dish type all with the orthogonal axe of camshaft of the present invention, that is: two cams are 90 ° with the transmission angle of corresponding flatface follower, transmission force property is good, the transmission efficiency height.

From the additional aspects that realizes the 3rd goal of the invention as can be seen, because the cam profile of intake cam of the present invention and exhaust cam is (each section is specifically linear, will further disclosure again in embodiment) that is formed by connecting by the line segment of nine sections head and the tail smooth excessivenesses respectively.So, just guaranteed that this distribution device air inlet is abundant, exhaust is clean, has higher charging efficiency, has further reduced the distribution noise.Cam in the distribution device adopts the piecewise function compound cam, just can guarantee the continuity of breathing action motion, and acceleration diagram is continuous, therefore can not cause the sudden change of inertial force.

Wherein, the sinusoidal reason that adopts acceleration not have sudden change at the terminal point of the starting point of rise and backhaul is the temporary impact that produces when avoiding running up.Adopt at the uniform velocity straightway to make the inlet and outlet door when opening and closing, make uniform motion and control valve opening and seating velocity effectively, further reduced the distribution noise as breeze way.Principal curve adopts multistage compound function molded lines, can obtain higher volumetric efficiency.The connection of each section of molded lines line smoothing is satisfied each section curve in the joint displacement, and speed and acceleration are continuous, not only do not have rigid impulse but also do not have soft impulse.

In addition, the present invention is simple in structure in addition, is convenient to processing, guarantees the advantage of machining accuracy easily.

The present invention is further illustrated below in conjunction with accompanying drawing.

Description of drawings

Fig. 1---structural representation of the present invention

The left view of Fig. 2---Fig. 1

Fig. 3---advance the structural drawing of (row) pneumatic jack bar among Fig. 1

Fig. 4---the partial enlarged drawing in I zone among Fig. 3

Fig. 5---advance the structural drawing of (row) gas tappet among Fig. 1

Fig. 6---inlet and outlet cam erection drawing of the present invention

Fig. 7---driven member lifting curve schematic representation in the cam mechanism of the present invention

In Fig. 1, E ₁, E ₂Be respectively inlet and outlet valve and the point of contact of adjusting screw, B ₁, B ₂Be the bulb hinge center that the inlet and outlet push rod is connected with corresponding respectively rocking arm, A ₁, A ₂Be respectively the bulb hinge center that the inlet and outlet tappet is connected with corresponding respectively push rod, D ₁, D ₂Difference inlet and outlet cam and corresponding respectively tappet bottom surface Line of contact.

In Fig. 6, established angle Φ is for installing the angle of the maximum radius vector of graticule and exhaust cam.

Embodiment

A kind of cam axle underneath type valve mechanism of motorcycle engine (with reference to figure 1～5).This distribution device comprises the camshaft that has cam on it, the final inlet and outlet push rod (7,8) that promotes by cam, inlet and outlet push rod (7,8) is connected and promotes the inlet and outlet rocking arm (2,3) of its swing respectively with the one end by the bulb hinge of upper end separately, inlet and outlet rocking arm (2,3) conflict by the adjustment screw on the other end separately 5 and its tail end respectively and promote the inlet and outlet valve (1,4) that their open [regulate respectively adjust screw 5 after, by locking nut 6 adjusting this end that screw 5 is locked in inlet and outlet rocking arm (2,3)].Be separately installed with on this inlet and outlet valve (1,4) and order about each Returnning spring that they close (because obvious and be prior art, so omit picture among the figure).In the present invention, the cam that has on the described camshaft is two, and they are respectively intake cam 11 and exhaust cam 12.This intake cam 11 and exhaust cam 12 are to promote inlet and outlet push rod (7,8) by air inlet tappet 9 and the exhaust tappet 10 that moves driven rod-type respectively---the upper end of this air inlet tappet 9 and exhaust tappet 10 interconnects by each the bulb hinge in inlet and outlet push rod (7,8) lower end respectively.

Further, air inlet tappet 9 among the present invention (with reference to figure 1～5) and exhaust tappet 10 all are its bottom surfaces perpendicular to the flat tappet of dish type of axis separately, the axis of this air inlet tappet 9 and exhaust tappet 10 again all with the orthogonal axe of described camshaft.

Further say, the intake cam 11 among the present invention (with reference to figure 7) and the cam profile of exhaust cam 12 are formed by connecting by the line segment of nine sections head and the tail smooth excessivenesses respectively, and they are successively: 1. rise sinusoidal is revised section, the 2. at the uniform velocity section of correction, the 3. sinusoidal principal curve section of rise, 4. rise cosine principal curve section, 5. backhaul cosine principal curve section, the 6. sinusoidal principal curve section of backhaul, the 7. at the uniform velocity section of correction, the 8. sinusoidal correction of backhaul section of backhaul of rise, 9. basic circle closely stops the arc section of angle correspondence;

Each line segment of above-mentioned cam profile calculates according to following equation and obtains, and its symbol implication is respectively:

Variable:

S ()---driven member lift; V ()---the first order derivative of driven member lift;

A ()---the second derivative of driven member lift; ---cam angle;

Known quantity:

Φ ₀---the total cornerite of cam profile rise and backhaul;

S _m---the total lift of rise;

S ₁---rise correction section lift; S ₃---backhaul correction section lift;

β ₁---rise correction section cornerite; β ₃---backhaul correction section cornerite;

N ₁---the sinusoidal section isodisperse of revising of rise; N ₃---the sinusoidal section isodisperse of revising of backhaul;

Ψ ₁---rise principal curve section cornerite; Ψ ₃---backhaul principal curve section cornerite;

The amount that calculates:

The ratio of q---backhaul principal curve cornerite and lift principal curve section cornerite $q=\frac{{\mathrm{\ψ}}_3}{{\mathrm{\ψ}}_1}$

S _1a---the sinusoidal section lift of revising of rise $S_{1a}=\frac{{\mathrm{<figure-callout\; id="1"\; label="S"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">S</figure-callout>}}_1}{2N_1-1}$

β _1a---the sinusoidal section cornerite of revising of rise ${\mathrm{\&beta;}}_{1a}=\frac{{\mathrm{\&beta;}}_1}{{\mathrm{<figure-callout\; id="1"\; label="N"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">N</figure-callout>}}_1}$

S _3a---the sinusoidal section lift of revising of backhaul $S_{3a}=\frac{{\mathrm{<figure-callout\; id="3"\; label="S"\; filenames="S200710093002XE00011.png,S200710093002XE00031.png"\; state="\{\{state\}\}">S</figure-callout>}}_3}{2N_3-1}$

β _3a---the sinusoidal section cornerite of revising of rise ${\mathrm{\&beta;}}_{3a}=\frac{{\mathrm{\&beta;}}_3}{{\mathrm{<figure-callout\; id="3"\; label="N"\; filenames="S200710093002XE00011.png,S200710093002XE00031.png"\; state="\{\{state\}\}">N</figure-callout>}}_3}$

S _1b---rise is the section of correction lift at the uniform velocity $S_{1b}=\frac{2(N_1-1){\mathrm{<figure-callout\; id="1"\; label="S"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">S</figure-callout>}}_1}{2N_1-1}=2S_{1a}(N_1-1)$

β _1b---rise is the section of correction cornerite β at the uniform velocity _1b=β ₁-β _1a

β _3b---rise is the section of correction cornerite β at the uniform velocity _3b=β ₃-β _3a

Ψ ₃---backhaul principal curve section cornerite Ψ ₃=q Ψ ₁

h ₁---the sinusoidal principal curve section of rise lift $h_{}$ ${}_1=\frac{(S_m-S_1)\mathrm{\&pi;}+{\mathrm{<figure-callout\; id="1"\; label="V"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">V</figure-callout>}}_1{\mathrm{\&psi;}}_1}{4+\mathrm{\&pi;}}$

h ₂---rise cosine principal curve section lift h ₂=S _m-S ₁-h ₁

h ₃---backhaul cosine principal curve section lift h ₃=4p ²(S _m-S ₁-h ₁)

h ₄---the sinusoidal principal curve section of backhaul lift h ₄=S _m-S ₃-h ₃

Intermediate variable:

${\mathrm{<figure-callout\; id="1"\; label="V"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">V</figure-callout>}}_1=\frac{2N_1{S}_{1a}}{{\mathrm{\&beta;}}_1}$ ${\mathrm{<figure-callout\; id="3"\; label="V"\; filenames="S200710093002XE00011.png,S200710093002XE00031.png"\; state="\{\{state\}\}">V</figure-callout>}}_3=\frac{2N_3{S}_{3a}}{{\mathrm{\&beta;}}_3}$

$M=-\frac{(q-p){\mathrm{\&psi;}}_1(-{\mathrm{<figure-callout\; id="3"\; label="V"\; filenames="S200710093002XE00011.png,S200710093002XE00031.png"\; state="\{\{state\}\}">V</figure-callout>}}_3+\frac{h_4}{(q-p){\mathrm{\&psi;}}_1})}{\mathrm{\&pi;}}$

Each line segment equation of cam profile:

1. the rise sine is revised section,

2. the rise section of correction at the uniform velocity,

a()＝0

3. the sinusoidal principal curve section of rise,

4. rise cosine principal curve section,

5. backhaul cosine principal curve section,  ∈ (β ₁+ Ψ ₁, β ₁+ Ψ ₁+ p Ψ ₁]

Wherein, $p=\frac{-b+\sqrt{{\mathrm{<figure-callout\; id="2"\; label="b"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">b</figure-callout>}}^2+4\mathrm{ac}}}{2a}$

a＝2(4-π)h ₂，b＝2πh ₂q-V ₃Ψ ₁，c＝-[2(S _m-S ₁)-V ₃Ψ ₃]

6. the sinusoidal principal curve section of backhaul,  ∈ (β ₁+ Ψ ₁+ p Ψ ₁, β ₁+ Ψ ₁+ q Ψ ₁]

7. the backhaul section of correction at the uniform velocity,  ∈ (β ₁+ Ψ ₁+ q Ψ ₁, Φ ₀-β ₃]

a()＝0

8. the backhaul sine is revised section;  ∈ (Φ ₀-β ₃, Φ ₀]

9. basic circle closely stops the arc section of angle correspondence,  ∈ (Φ ₀, 2 π]

S()＝0 V()＝0 a()＝0。

Below, the motorcycle with CG150 type and CG200 motor is an example again, introduces the checking result.

One, CG150 type motorcycle (with reference to figure 1).

(1) mechanism's basic parameter

Admission gear:

Base radius R _B1=14.0mm tappet length $L_{A_1{\mathrm{<figure-callout\; id="1"\; label="D"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">D</figure-callout>}}_1}=50.0\mathrm{mm}$

Push rod length $L_{A_1{\mathrm{<figure-callout\; id="1"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_1}=129.5\mathrm{mm}$ Rocking arm length $L_{O_1{\mathrm{<figure-callout\; id="1"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_1}=20.0\mathrm{mm}$

Point is beaten length $L_{O_1{\mathrm{<figure-callout\; id="1"\; label="E"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">E</figure-callout>}}_1}=32.6\mathrm{mm}$

The rocking arm gyration center is to the perpendicular distance L of valve axis _D1=32.0mm

Rocking arm angle γ ₁=140.0 ° of valve angle η ₁=26.0 °

The vertical centre distance $L_{O_{}}$ ${{}_1}_{}=200.0\mathrm{mm}$ Horizontal centre distance L ₁=23.0mm

Exhaust gear:

Base radius R _B2=14.0mm tappet length $L_{A_2{\mathrm{<figure-callout\; id="2"\; label="D"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">D</figure-callout>}}_2}=50.0\mathrm{mm}$

Push rod length $L_{A_2{\mathrm{<figure-callout\; id="2"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_2}=129.5\mathrm{mm}$ Rocking arm length $L_{O_2{\mathrm{<figure-callout\; id="2"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_2}=20.0\mathrm{mm}$

Point is beaten length $L_{O_2{\mathrm{<figure-callout\; id="2"\; label="E"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">E</figure-callout>}}_2}=32.6\mathrm{mm}$

The rocking arm gyration center is to the perpendicular distance L of valve axis _D2=32.0mm

Rocking arm angle γ ₂=140.0 ° of valve angle η ₂=29.0 °

The vertical centre distance $L_{O_{}}$ ${{}_2}_{}=198.8\mathrm{mm}$ Horizontal centre distance L ₂=29.3mm

(2) cam design parameter

Intake cam:

Rise angle Φ ₁₁=92.0 ° of backhaul angle Φ ₃₁=106.0 °

Maximum displacement S _M1=4.85mm

Revise displacement S ₁₁=0.15mm revises corner β ₁₁=24.0 °

Revise displacement S ₃₁=0.2mm revises corner β ₃₁=30.0 °

Tappet face width b ₁=14.0mm

The lift data that calculate according to above-mentioned formula see Table 1-1.

Table 1-1 motorcycle CG150 engine charge cam lift table

Corner	Lift	Corner	Lift	Corner	Lift	Corner	Lift
								000	0.00000	050	0.87577	100	4.50362	150	0.48901
001	0.00026	051	0.93678	101	4.41974	151	0.45816
								002	0.00164	052	1.00060	102	4.33007	152	0.42935
003	0.00456	053	1.06724	103	4.23557	153	0.40253
								004	0.00910	054	1.13672	104	4.13713	154	0.37768
005	0.01507	055	1.20908	105	4.03551	155	0.35474
								006	0.02183	056	1.28432	106	3.93140	156	0.33367
007	0.02865	057	1.36247	107	3.82540	157	0.31442
								008	0.03547	058	1.44354	108	3.71804	158	0.29692
009	0.04229	059	1.52753	109	3.60979	159	0.28111
								010	0.04911	060	1.61445	110	3.50107	160	0.26691
011	0.05593	061	1.70431	111	3.39223	161	0.25421
								012	0.06276	062	1.79709	112	3.28360	162	0.24292
013	0.06958	063	1.89280	113	3.17546	163	0.23289
								014	0.07640	064	1.99141	114	3.06806	164	0.22396
015	0.08322	065	2.09289	115	2.96161	165	0.21591

016	0.09004	066	2.19722	116	2.85632	166	0.20844
								017	0.09686	067	2.30435	117	2.75235	167	0.20116
018	0.10368	068	2.41422	118	2.64985	168	0.19388
								019	0.11050	069	2.52676	119	2.54896	169	0.18661
020	0.11732	070	2.64187	120	2.44980	170	0.17933
								021	0.12414	071	2.75945	121	2.35246	171	0.17206
022	0.13096	072	2.87936	122	2.25702	172	0.16478
								023	0.13778	073	3.00144	123	2.16358	173	0.15750
024	0.14461	074	3.12550	124	2.07219	174	0.15023
								025	0.15143	075	3.25130	125	1.98292	175	0.14295
026	0.15826	076	3.37856	126	1.89580	176	0.13568
								027	0.16545	077	3.50694	127	1.81088	177	0.12840
028	0.17357	078	3.63602	128	1.72819	178	0.12112
								029	0.18297	079	3.76531	129	1.64777	179	0.11385
030	0.19389	080	3.89418	130	1.56963	180	0.10657
								031	0.20651	081	4.02186	131	1.49379	181	0.09930
032	0.22098	082	4.14739	132	1.42026	182	0.09202
								033	0.23740	083	4.26951	133	1.34905	183	0.08474
034	0.25587	084	4.38657	134	1.28018	184	0.07747
								035	0.27647	085	4.49631	135	1.21363	185	0.07019
036	0.29927	086	4.59565	136	1.14941	186	0.06292
								037	0.32432	087	4.68058	137	1.08751	187	0.05564
038	0.35170	088	4.74737	138	1.02794	188	0.04837
								039	0.38143	089	4.79528	139	0.97067	189	0.04109
040	0.41357	090	4.82669	140	0.91571	190	0.03381
								041	0.44817	091	4.84432	141	0.86303	191	0.02654
042	0.48525	092	4.85000	142	0.81262	192	0.01933
								043	0.52486	093	4.84438	143	0.76448	193	0.01281
044	0.56704	094	4.82747	144	0.71857	194	0.00752
								045	0.61182	095	4.79925	145	0.67489	195	0.00366
046	0.65922	096	4.75989	146	0.63341	196	0.00127
								047	0.70929	097	4.70981	147	0.59411	197	0.00019
048	0.76206	098	4.64974	148	0.55696	198	0.00000
								049	0.81754	099	4.58065	149	0.52193

198 °～360 ° is the arc section that basic circle closely stops the angle correspondence, and lift is 0.

Exhaust cam:

Rise angle Φ ₁₂=90.0 ° of backhaul angle Φ ₃₂=106.0 °

Maximum displacement S _M2=4.50mm

Revise displacement S ₁₂=0.15mm revises corner β ₁₂=24.0 °

Revise displacement S ₃₂=0.20mm revises corner β ₃₂=30.0 °

Tappet face width b ₂=13.2mm

The lift data that calculate according to above-mentioned formula see Table 1-2.

Table 1-2 motorcycle CG150 engine exhaust cam lift table

Corner	Lift	Corner	Lift	Corner	Lift	Corner	Lift
								000	0.00000	050	0.87962	100	4.04284	150	0.42153
001	0.00026	051	0.94081	101	3.95892	151	0.39591
								002	0.00164	052	1.00479	102	3.87113	152	0.37214
003	0.00456	053	1.07157	103	3.78015	153	0.35019
								004	0.00910	054	1.14117	104	3.68659	154	0.33000
005	0.01507	055	1.21362	105	3.59100	155	0.31153
								006	0.02183	056	1.28891	106	3.49385	156	0.29471
007	0.02865	057	1.36708	107	3.39559	157	0.27948
								008	0.03547	058	1.44811	108	3.29661	158	0.26576
009	0.04229	059	1.53201	109	3.19725	159	0.25346
								010	0.04911	060	1.61878	110	3.09782	160	0.24247
011	0.05593	061	1.70841	111	2.99860	161	0.23266
								012	0.06276	062	1.80089	112	2.89983	162	0.22387
013	0.06958	063	1.89619	113	2.80172	163	0.21589
								014	0.07640	064	1.99428	114	2.70448	164	0.20844
015	0.08322	065	2.09513	115	2.60828	165	0.20116
								016	0.09004	066	2.19867	116	2.51327	166	0.19388
017	0.09686	067	2.30484	117	2.41959	167	0.18661
								018	0.10368	068	2.41356	118	2.32735	168	0.17933
019	0.11050	069	2.52472	119	2.23667	169	0.17206
								020	0.11732	070	2.63819	120	2.14765	170	0.16478
021	0.12414	071	2.75384	121	2.06035	171	0.15750
								022	0.13096	072	2.87146	122	1.97486	172	0.15023
023	0.13778	073	2.99084	123	1.89124	173	0.14295
								024	0.14461	074	3.11170	124	1.80954	174	0.13568
025	0.15143	075	3.23373	125	1.72982	175	0.12840
								026	0.15826	076	3.35652	126	1.65211	176	0.12112
027	0.16546	077	3.47960	127	1.57644	177	0.11385
								028	0.17361	078	3.60234	128	1.50286	178	0.10657
029	0.18305	079	3.72402	129	1.43137	179	0.09930
								030	0.19404	080	3.84365	130	1.36200	180	0.09202
031	0.20675	081	3.95999	131	1.29477	181	0.08474
								032	0.22132	082	4.07135	132	1.22968	182	0.07747
033	0.23786	083	4.17542	133	1.16674	183	0.07019
								034	0.25647	084	4.26895	134	1.10596	184	0.06292
035	0.27723	085	4.34778	135	1.04735	185	0.05564
								036	0.30019	086	4.40851	136	0.99089	186	0.04837
037	0.32543	087	4.45139	137	0.93659	187	0.04109
								038	0.35299	088	4.47931	138	0.88443	188	0.03381
039	0.38292	089	4.49496	139	0.83442	189	0.02654
								040	0.41527	090	4.50000	140	0.78654	190	0.01933
041	0.45007	091	4.49502	141	0.74079	191	0.01281
								042	0.48737	092	4.48006	142	0.69714	192	0.00752
043	0.52721	093	4.45521	143	0.65558	193	0.00366
								044	0.56961	094	4.42065	144	0.61609	194	0.00127
045	0.61461	095	4.37680	145	0.57867	195	0.00019
								046	0.66224	096	4.32424	146	0.54327	196	0.00000
047	0.71253	097	4.26371	147	0.50989
								048	0.76550	098	4.19606	148	0.47849
049	0.82119	099	4.12216	149	0.44905

196 °～360 ° is the arc section that basic circle closely stops the angle correspondence, and lift is 0.

(3) intake and exhaust cam assembly parameter (with reference to figure 6)

Initial radius vector angle β=112.0 ° established angle Φ=122.0 °

Maximum radius vector angle α=114.0 ° overlapping angle δ=84.0 °

The fingering of overlapping angle, exhaust valve (1,4) are opened pairing camshaft degree simultaneously.

Two, CG200 type motorcycle (with reference to figure 1).

(1) mechanism's basic parameter

Admission gear:

Base radius R _B1=15.0mm tappet length $L_{A_1{\mathrm{<figure-callout\; id="1"\; label="D"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">D</figure-callout>}}_1}=50.0\mathrm{mm}$

Push rod length $L_{A_1{\mathrm{<figure-callout\; id="1"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_1}=135.5\mathrm{mm}$ Rocking arm length $L_{O_1{\mathrm{<figure-callout\; id="1"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_1}=20.0\mathrm{mm}$

Point is beaten length $L_{O_1{\mathrm{<figure-callout\; id="1"\; label="E"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">E</figure-callout>}}_1}=32.7\mathrm{mm}$

The rocking arm gyration center is to the perpendicular distance L of valve axis _D1=32.0mm

Rocking arm angle γ ₁=141.6 ° of valve angle η ₁=26.0 °

The vertical centre distance $L_{O_{}}$ ${{}_1}_{}=208.0\mathrm{mm}$ Horizontal centre distance L ₁=23.0mm

Exhaust gear:

Base radius R _B2=15.0mm tappet length $L_{A_2{\mathrm{<figure-callout\; id="2"\; label="D"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">D</figure-callout>}}_2}=50.0\mathrm{mm}$

Push rod length $L_{A_2{\mathrm{<figure-callout\; id="2"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_2}=135.5\mathrm{mm}$ Rocking arm length $L_{O_2{\mathrm{<figure-callout\; id="2"\; label="B"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">B</figure-callout>}}_2}=20.0\mathrm{mm}$

Point is beaten length $L_{O_2{\mathrm{<figure-callout\; id="2"\; label="E"\; filenames="S200710093002XE00011.png,S200710093002XE00021.png"\; state="\{\{state\}\}">E</figure-callout>}}_2}=32.7\mathrm{mm}$

The rocking arm gyration center is to the perpendicular distance L of valve axis _D2=32.0mm

Rocking arm angle γ ₂=140.5 ° of valve angle η ₂=29.0 °

The vertical centre distance $L_{O_{}}$ ${{}_2}_{}=206.0\mathrm{mm}$ Horizontal centre distance L ₂=28.0mm

(2) cam design parameter

Intake cam:

Rise angle Φ ₁₁=98.0 ° of backhaul angle Φ ₃₁=106.0 °

Maximum displacement S _M1=5.250mm

Revise displacement S ₁₁=0.16mm revises corner β ₁₁=25.000 °

Revise displacement S ₃₁=0.280mm revises corner β ₃₁=30.000 °

Tappet face width b ₁=13.8mm

The lift data that calculate according to above-mentioned formula see Table 2-1.

Table 2-1 motorcycle CG200 engine charge cam lift table

Corner	Lift	Corner	Lift	Corner	Lift	Corner	Lift
								000	0.00000	051	0.87541	102	5.16955	153	0.73485
001	0.00019	052	0.93532	103	5.12378	154	0.69343
								002	0.00127	053	0.99796	104	5.06790	155	0.65429
003	0.00368	054	1.06336	105	5.00239	156	0.61741
								004	0.00757	055	1.13154	106	4.92798	157	0.58276
005	0.01289	056	1.20251	107	4.84558	158	0.55029
								006	0.01940	057	1.27628	108	4.75618	159	0.51997
007	0.02648	058	1.35286	109	4.66077	160	0.49175
								008	0.03359	059	1.43227	110	4.56031	161	0.46558
009	0.04070	060	1.51451	111	4.45567	162	0.44141
								010	0.04782	061	1.59957	112	4.34765	163	0.41917
011	0.05493	062	1.68747	113	4.23697	164	0.39880
								012	0.06204	063	1.77818	114	4.12426	165	0.38023
013	0.06916	064	1.87170	115	4.01009	166	0.36334
								014	0.07627	065	1.96800	116	3.89496	167	0.34804
015	0.08339	066	2.06707	117	3.77930	168	0.33419
								016	0.09050	067	2.16887	118	3.66351	169	0.32162
017	0.09761	068	2.27335	119	3.54793	170	0.31015
								018	0.10473	069	2.38046	120	3.43286	171	0.29948
019	0.11184	070	2.49013	121	3.31858	172	0.28923
								020	0.11895	071	2.60230	122	3.20532	173	0.27904
021	0.12607	072	2.71687	123	3.09329	174	0.26885
								022	0.13318	073	2.83372	124	2.98268	175	0.25866
023	0.14030	074	2.95272	125	2.87365	176	0.24848
								024	0.14741	075	3.07373	126	2.76633	177	0.23829
025	0.15452	076	3.19657	127	2.66086	178	0.22810
								026	0.16164	077	3.32103	128	2.55735	179	0.21791
027	0.16876	078	3.44686	129	2.45588	180	0.20772
								028	0.17623	079	3.57379	130	2.35655	181	0.19753
029	0.18454	080	3.70148	131	2.25941	182	0.18734
								030	0.19405	081	3.82955	132	2.16455	183	0.17715
031	0.20499	082	3.95754	133	2.07199	184	0.16696
								032，	0.21756	083	4.08493	134	1.98179	185	0.15677
033	0.23189	084	4.21109	135	1.89399	186	0.14658
								034	0.24811	085	4.33528	136	1.80861	187	0.13639
035	0.26632	086	4.45664	137	1.72568	188	0.12620
								036	0.28659	087	4.57410	138	1.64522	189	0.11601
037	0.30902	088	4.68645	139	1.56723	190	0.10582
								038	0.33365	089	4.79221	140	1.49173	191	0.09564
039	0.36054	090	4.88972	141	1.41872	192	0.08545
								040	0.38976	091	4.97721	142	1.34820	193	0.07526
041	0.42134	092	5.05307	143	1.28018	194	0.06507
								042	0.45533	093	5.11619	144	1.21465	195	0.05488
043	0.49176	094	5.16632	145	1.15160	196	0.04469

044	0.53068	095	5.20393	146	1.09102	197	0.03450
								045	0.57212	096	5.22988	147	1.03289	198	0.02475
046	0.61612	097	5.24503	148	0.97721	199	0.01631
								047	0.66270	098	5.25000	149	0.92396	200	0.00957
048	0.71189	099	5.24504	150	0.87313	201	0.00469
								049	0.76372	100	5.23009	151	0.82467	202	0.00165
050	0.81822	101	5.20498	152	0.77859	203	0.00025
														204	0.00000

204 °～360 ° is the arc section that basic circle closely stops the angle correspondence, and lift is 0.

Exhaust cam:

Rise angle Φ ₁₂=94.0 ° of backhaul angle Φ ₃₂=100.0 °

Maximum displacement S _M2=4.75mm revises displacement S ₁₂=0.17mm

Revise corner β ₁₂=24.0 ° of β ₁₂Five equilibrium N ₁₂=6.0

Revise displacement S ₃₂=0.28mm revises corner β ₃₂=30.0 °

The face width b of tappet ₂=12.9mm

The lift data sheet 2-2 that calculates according to above-mentioned formula

Table 2-2 motorcycle CG200 engine exhaust cam lift table

Corner	Lift	Corner	Lift	Corner	Lift	Corner	Lift
								000	0.00000	050	0.88761	099	4.61438	148	0.56220
001	0.00029	051	0.94702	100	4.55304	149	0.53010
								002	0.00182	052	1.00909	101	4.48107	150	0.50024
003	0.00506	053	1.07384	102	4.39969	151	0.47257
								004	0.01010	054	1.14128	103	4.31037	152	0.44705
005	0.01676	055	1.21142	104	4.21452	153	0.42361
								006	0.02439	056	1.28426	105	4.11343	154	0.40218
007	0.03212	057	1.35981	106	4.00825	155	0.38269
								008	0.03985	058	1.43806	107	3.89995	156	0.36504
009	0.04758	059	1.51902	108	3.78937	157	0.34912
								010	0.05531	060	1.60267	109	3.67721	158	0.33480
011	0.06304	061	1.68900	110	3.56409	159	0.32191
								012	0.07077	062	1.77798	111	3.45053	160	0.31024
013	0.07850	063	1.86959	112	3.33697	161	0.29949
								014	0.08623	064	1.96379	113	3.22380	162	0.28923
015	0.09396	065	2.06055	114	3.11135	163	0.27904
								016	0.10169	066	2.15979	115	2.99990	164	0.26885
017	0.10942	067	2.26147	116	2.88970	165	0.25866
								018	0.11715	068	2.36549	117	2.78097	166	0.24848
019	0.12488	069	2.47178	118	2.67389	167	0.23829
								020	0.13261	070	2.58021	119	2.56862	168	0.22810
021	0.14034	071	2.69065	120	2.46530	169	0.21791
								022	0.14807	072	2.80296	121	2.36404	170	0.20772
024	0.16354	073	2.91696	122	2.26494	171	0.19753
								025	0.17127	074	3.03244	123	2.16810	172	0.18734
026	0.17900	075	3.14916	124	2.07359	173	0.17715
								027	0.18701	076	3.26684	125	1.98145	174	0.16696

028	0.19579	077	3.38515	126	1.89176	175	0.15677
								029	0.20572	078	3.50370	127	1.80455	176	0.14658
030	0.21705	079	3.62203	128	1.71985	177	0.13639
								031	0.22996	080	3.73963	129	1.63769	178	0.12620
032	0.24460	081	3.85586	130	1.55810	179	0.11601
								033	0.26110	082	3.96997	131	1.48108	180	0.10582
034	0.27956	083	4.08107	132	1.40665	181	0.09564
								035	0.30006	084	4.18809	133	1.33481	182	0.08545
036	0.32267	085	4.28976	134	1.26556	183	0.07526
								037	0.34745	086	4.38460	135	1.19890	184	0.06507
038	0.37447	087	4.47090	136	1.13483	185	0.05488
								039	0.40378	088	4.54694	137	1.07334	186	0.04469
040	0.43541	089	4.61122	138	1.01442	187	0.03450
								041	0.46942	090	4.66291	139	0.95805	188	0.02475
042	0.50583	091	4.70198	140	0.90421	189	0.01631
								043	0.54469	092	4.72903	141	0.85290	190	0.00957
044	0.58602	093	4.74482	142	0.80408	191	0.00469
								045	0.62987	094	4.75000	143	0.75774	192	0.00165
046	0.67625	095	4.74482	144	0.71385	193	0.00025
								047	0.72519	096	4.72911	145	0.67238	194	0.00000
048	0.77671	097	4.70241	146	0.63330
								049	0.83085	098	4.66425	147	0.59659

194 °～360 ° is the arc section that basic circle closely stops the angle correspondence, and lift is 0.

(3) intake and exhaust cam assembly parameter (with reference to figure 6)

Initial radius vector angle β=108.0 ° established angle Φ=126.0 °

Maximum radius vector angle α=112.0 ° overlapping angle δ=86.0 °

The checking of the motorcycle of above-mentioned CG150 type and CG200 motor the results are shown in Table 3.

Table 3

From the checking result, used the motorcycle of CG Engine Series of the present invention, its power has improved 10%～13%, and moment of torsion has also improved 10%～13%; And noise has reduced about 10dB.Therefore, all there is bigger meaning its economy and environmental protection aspect.

Claims (3)

1. the cam axle underneath type valve mechanism of a motorcycle engine, this distribution device comprises the camshaft that has cam on it, the final inlet and outlet push rod (7,8) that promotes by cam, inlet and outlet push rod (7,8) is connected and promotes the inlet and outlet rocking arm (2,3) of its swing respectively with the one end by the bulb hinge of upper end separately, inlet and outlet rocking arm (2,3) is respectively by adjustment screw (5) and the conflict of its tail end on the other end separately and promote the inlet and outlet valve (1,4) of their unlatchings; Be separately installed with each Returnning spring that orders about them and close on this inlet and outlet valve (1,4), it is characterized in that the cam that has on the described camshaft is two, they are respectively intake cam (11) and exhaust cam (12); This intake cam (11) and exhaust cam (12) are that air inlet tappet (9) and the exhaust tappet (10) by mobile slave mode promotes described inlet and outlet push rod (7,8) respectively, and the upper end of this air inlet tappet (9) and exhaust tappet (10) interconnects by each bulb hinge in inlet and outlet push rod (7,8) lower end respectively.

2. according to the cam axle underneath type valve mechanism of the described motorcycle engine of claim 1, it is characterized in that, described air inlet tappet (9) and exhaust tappet (10) all are its bottom surfaces perpendicular to the flat tappet of dish type of axis separately, the axis of this air inlet tappet (9) and exhaust tappet (10) all with the orthogonal axe of described camshaft.

3. according to the cam axle underneath type valve mechanism of the described motorcycle engine of claim 2, it is characterized in that, the cam profile of described intake cam (11) and exhaust cam (12) is formed by connecting by the line segment of nine sections head and the tail smooth excessivenesses respectively, and they are that 1. rise sinusoidal is revised section, the 2. at the uniform velocity section of correction, the 3. sinusoidal principal curve section of rise, 4. rise cosine principal curve section, 5. backhaul cosine principal curve section, the 6. sinusoidal principal curve section of backhaul, the 7. at the uniform velocity section of correction, the 8. sinusoidal correction of backhaul section of backhaul of rise, 9. basic circle closely stops the arc section of angle correspondence successively;

Each line segment of above-mentioned cam profile calculates according to following equation and obtains, and its symbol implication is respectively:

Variable:

S ()---driven member lift V (the )---first order derivative of driven member lift;

A ()---second derivative  of driven member lift---cam angle;

Known quantity:

Φ ₀---the total cornerite of cam profile rise and backhaul;

S _m---the total lift of rise;

S ₁---rise correction section lift S ₃---backhaul correction section lift;

β ₁---rise correction section cornerite; β ₃---backhaul correction section cornerite;

N ₁---the sinusoidal section isodisperse of revising of rise; N ₃---the sinusoidal section isodisperse of revising of backhaul;

Ψ ₁---rise principal curve section cornerite; Ψ ₃---backhaul principal curve section cornerite;

The amount that calculates:

The ratio of q---backhaul principal curve cornerite and lift principal curve section cornerite $q=\frac{{\mathrm{\&psi;}}_3}{{\mathrm{\&psi;}}_1}$

S _1a---the sinusoidal section lift of revising of rise $S_{1a}=\frac{S_1}{2N_1-1}$

β _1a---the sinusoidal section cornerite of revising of rise ${\mathrm{\&beta;}}_{1a}=\frac{{\mathrm{\&beta;}}_1}{N_1}$

S _3a---the sinusoidal section lift of revising of backhaul $S_{3a}=\frac{S_3}{2N_3-1}$

β _3a---the sinusoidal section cornerite of revising of rise ${\mathrm{\&beta;}}_{3a}=\frac{{\mathrm{\&beta;}}_3}{N_3}$

S _1b---rise is the section of correction lift at the uniform velocity $S_{1b}=\frac{2(N_1-1)S_1}{2N_1-1}=2S_{1a}(N_1-1)$

β _1b---rise is the section of correction cornerite β at the uniform velocity _1b=β ₁-β _1a

β _3b---rise is the section of correction cornerite β at the uniform velocity _3b=β ₃-β _3a

Ψ ₃---backhaul principal curve section cornerite Ψ ₃=q Ψ ₁

h ₁---the sinusoidal principal curve section of rise lift $h_1=\frac{(S_m-S_1)\mathrm{\&pi;}+V_1{\mathrm{\&psi;}}_1}{4+\mathrm{\&pi;}}$

h ₂---rise cosine principal curve section lift h ₂=S _m-S ₁-h ₁

h ₃---backhaul cosine principal curve section lift h ₃=4p ²(S _m-S ₁-h ₁)

h ₄---the sinusoidal principal curve section of backhaul lift h ₄=S _m-S ₃-h ₃

Intermediate variable:

$V_1=\frac{2N_1{S}_{1a}}{{\mathrm{\&beta;}}_1}$ $V_3=\frac{2N_3{S}_{3a}}{{\mathrm{\&beta;}}_3}$

$M=-\frac{(q-p){\mathrm{\&psi;}}_1(-V_3+\frac{h_4}{(q-p){\mathrm{\&psi;}}_1})}{\mathrm{\&pi;}}$

Each line segment equation of cam profile:

1. the rise sine is revised section,

2. the rise section of correction at the uniform velocity,

a()＝0

3. the sinusoidal principal curve section of rise,

4. rise cosine principal curve section,

5. backhaul cosine principal curve section,  ∈ (β ₁+ Ψ ₁, β ₁+ Ψ ₁+ p Ψ ₁]

Wherein, $p=\frac{-b+\sqrt{b^2-4\mathrm{ac}}}{2a}$

a＝2(4-π)h ₂，b＝2πh ₂q-V ₃Ψ ₁，c＝-[2(S _m-S ₁)-V ₃Ψ ₃]

6. the sinusoidal principal curve section of backhaul,  ∈ (β ₁+ Ψ ₁+ p Ψ ₁, β ₁+ Ψ ₁+ q Ψ ₁]

7. the backhaul section of correction at the uniform velocity,  ∈ (β ₁+ Ψ ₁+ q Ψ ₁, Φ ₀-β ₃]

a()＝0

8. the backhaul sine is revised section;  ∈ (Φ ₀-β ₃, Φ ₀]

9. basic circle closely stops the arc section of angle correspondence,  ∈ (Φ ₀, 2 π]

S()＝0 V()＝0 a()＝0。

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