CN105275529A - Engine and vehicle - Google Patents
Engine and vehicle Download PDFInfo
- Publication number
- CN105275529A CN105275529A CN201510271650.4A CN201510271650A CN105275529A CN 105275529 A CN105275529 A CN 105275529A CN 201510271650 A CN201510271650 A CN 201510271650A CN 105275529 A CN105275529 A CN 105275529A
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- counterweight
- camshaft
- observe
- rotating center
- cam
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- 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
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
The present inventikon relates to an engine and a vehicle. A straight line that passes through the center of rotation of a cam shaft and the center of rotation of a weight is assumed to be a vertical axis as seen from the axial direction of the cam shaft. A straight line that is orthogonal to the vertical axis and that passes through the center of rotation of the cam shaft is assumed to be a horizontal axis. A direction from the center of rotation of the cam shaft toward the center of rotation of the weight among directions parallel to the vertical axis is assumed to be a first vertical direction. One direction among the directions parallel to the horizontal axis is assumed to be a first horizontal direction. The direction opposite to the first horizontal direction is assumed to be a second horizontal direction. The center of gravity of the weight is disposed in a first region as seen from the axial direction of the cam shaft. The first region is located in the first vertical direction from the horizontal axis and in the first horizontal direction from the vertical axis. A circumferential direction end portion of a first weight portion is located in the first horizontal direction from the vertical axis. A circumferential direction end portion of a second weight portion is located in the second horizontal direction from the vertical axis. The first weight portion is longer than the second weight portion in the circumferential direction of the cam shaft. The decompression pin is connected to the first weight portion.
Description
Technical field
The present invention relates to the motor and vehicle that possess the mechanism of decompressor.
Background technique
When ato unit, need to make engine revolution by external force, until started.Such as, there is the method making it rotate by starter motor and/or make it rotate by kick-starter.On the other hand, at the compression stage of motor, the air in cylinder is compressed, so the resistance rotated increases.In order to lower such resistance, there will be a known the mechanism of decompressor lowering the pressure in cylinder for the compression stage when being made engine revolution by external force.
Such as, the mechanism of decompressor of motor disclosed in No. 2008-128171, Japanese Unexamined Patent Publication to have by the rotation of counterweight in working order and the relief cam switched between relieving state.This mechanism of decompressor is supported in the sprocket tooth of cam chain.Therefore, there is the camshaft comprising the mechanism of decompressor and become large problem in the axial direction.
In motor disclosed in No. 2008-64083, Japanese Unexamined Patent Publication, the mechanism of decompressor is configured in the position between the two end part of camshaft.The mechanism of decompressor has counterweight and relief cam, and counterweight is supported in camshaft by back shaft in the mode that can rotate relative to camshaft.Relief cam is connected by pin with counterweight, is rotated centered by back shaft by counterweight, and pin makes relief cam rotate.
In the mechanism of decompressor of No. 2008-64083, Japanese Unexamined Patent Publication, when camshaft non rotating, counterweight keeps the state of closing because of the effect of Returnning spring.Under the state that counterweight is closed, relief cam becomes the state that can act on exhaust valve.Therefore, carrying out for opening exhaust valve by the relief cam when the startup of motor to exhaust valve, lowering the pressure in cylinder.
When camshaft rotates, counterweight rotates around back shaft because bearing centrifugal force.When the rotational speed of camshaft rises to more than certain setting rotational speed, because centrifugal force exceedes the spring force of Returnning spring, counterweight becomes the state opened.Under being in counterweight the state opened, relief cam becomes not to the state that exhaust valve acts on.
Summary of the invention
The technical problem that invention will solve
In the mechanism of decompressor of No. 2008-64083, Japanese Unexamined Patent Publication, the space between the two ends that effectively can utilize camshaft.Therefore, with configure the situation of the mechanism of decompressor outward at camshaft compared with, the camshaft comprising the mechanism of decompressor sometimes can be made to be formed compactly in the axial direction.But present inventor, after research, is aware of: in the motor of the prior art described in No. 2008-64083, Japanese Unexamined Patent Publication, when starting, the mechanism of decompressor does not work and cannot substantially improve startability sometimes.
Problem of the present invention is the motor and the vehicle that provide the startability that can improve the mechanism of decompressor.
For the means of dealing with problems
Present inventor about in the motor of prior art, start time decompression become idle reason and verify.Its result, has found sometimes to have become when engine start the state that counterweight is opened.That is, find sometimes when camshaft non rotating, counterweight rotates to the state opened.
According to the checking of present inventor, be thought of as and think that its reason is that the spring force of Returnning spring is weak.And the reason that spring force dies down is, due to the mechanism of decompressor is configured in camshaft two ends between, counterweight diminishes.That is, in the mechanism of decompressor of patent documentation 2, the mechanism of decompressor is configured between the two ends of camshaft, so the mechanism of decompressor of the restriction ratio patent documentation 1 of configuration is large.Therefore, in the mechanism of decompressor of patent documentation 2, need compared with the counterweight in the mechanism of decompressor of patent documentation 1, reduce counterweight.
If counterweight diminishes, then the quality of counterweight diminishes.When rotational speed is identical, the quality of counterweight is less, and the size acting on the centrifugal force of counterweight is less.Therefore, the centrifugal force acting on counterweight under the setting rotational speed for making counterweight become open mode diminishes.Therefore, also need to reduce spring force.
But the position of counterweight changes according to the phase place of the rotation of camshaft.Sometimes under the state that the opening direction of counterweight is consistent with gravitational direction, camshaft stops.Now, by reducing spring force, the moment brought by the gravity acting on counterweight becomes larger than spring force, its result, and present inventor has found out why counterweight becomes open mode.
Can consider to prevent above-mentioned phenomenon to add high spring force, if but add high spring force, the setting rotational speed that counterweight is opened can rise.The rising of setting rotational speed can become the reason producing noise, so not preferred.
The motor of a technological scheme of the present invention possesses cylinder head, exhaust valve, valve mechanism, camshaft, bearing and the mechanism of decompressor.Exhaust valve is placed in cylinder head.Valve mechanism carries out opening and closing to exhaust valve.Camshaft drives valve mechanism by contacting with valve mechanism.Camshaft is supported in cylinder head in the mode that can rotate by bearing.The mechanism of decompressor is configured between the two end part of the axial direction of camshaft.The mechanism of decompressor comprises counterweight, Returnning spring, relief cam and decompression pin.Counterweight is supported in camshaft in the mode that can rotate between the state of closing and open state.Returnning spring exerts a force in the mode making counterweight and return from open state the state of closing.Relief cam is configured to, and contacts with valve mechanism when counterweight is in and closes state, does not contact when counterweight is in open state with valve mechanism.Counterweight is connected with relief cam by decompression pin.
Observe from the axial direction of camshaft, the straight line by the rotating center of camshaft and the rotating center of counterweight is set to the longitudinal axis.By orthogonal with the longitudinal axis and be set to transverse axis by the straight line of the rotating center of camshaft.By with the direction of longitudinal axis in be set to the 1st longitudinally from the rotating center of camshaft towards the direction of the rotating center of counterweight.A side in the direction parallel with transverse axis is set to the 1st laterally.The opposite direction of the 1st transverse direction is set to the 2nd laterally.
Observe from the axial direction of camshaft, the gravity allocation of counterweight is in the 1st region.1st region is positioned at the 1st longitudinally relative to transverse axis, and is positioned at the 1st laterally relative to the longitudinal axis.Counterweight comprises the 1st counterweight part and the 2nd counterweight part.1st counterweight part extends from the rotating center of counterweight along the circumference of wheel shaft.The circumferential end of the 1st counterweight part is positioned at the 1st laterally relative to the longitudinal axis.2nd counterweight part extends from the rotating center of counterweight along the circumference of camshaft.The circumferential end of the 2nd counterweight part is positioned at the 2nd laterally relative to the longitudinal axis.In the circumference of camshaft, the 1st counterweight part is than the 2nd counterweight minister.Decompression pin is connected with the 1st counterweight part.
In the motor of the technical program, the circumferential end of the 1st counterweight part is positioned at the 1st laterally relative to the longitudinal axis.That is, the 1st counterweight part transversely extends the 2nd with can not crossing the longitudinal axis.Therefore, extend to from be positioned at the region of the 1st transverse direction relative to the longitudinal axis with the 1st counterweight part and transversely cross compared with the situation of the position of the longitudinal axis the 2nd, the rotating center of center of gravity away from camshaft of counterweight can be made.Therefore, when the rotational speed of camshaft is identical, the centrifugal force putting on counterweight becomes large.Thereby, it is possible to add high spring force, do not make setting speed increase and just can suppress opening of the counterweight caused by gravity.
In addition, the rotating center of center of gravity close to counterweight of counterweight can be made, so the moment brought by the gravity acting on counterweight can be reduced.Therefore, it is possible to suppress opening of the counterweight caused by gravity.
And then decompression pin is connected with the 1st counterweight part than the 2nd counterweight minister.Therefore, compared with sell situation about connecting with the 2nd counterweight part with decompression, can strengthen reduces pressure sells distance between the rotating center of counterweight.Thus, the mobile quantitative change of relative with the angle of swing of counterweight decompression pin is large.In other words, the angle of swing of the counterweight for counterweight to be switched to open state from the state of closing can be reduced.Thereby, it is possible to reduce the displacement of the position of centre of gravity of counterweight when counterweight is in when closing state and is in open state.In addition, by reducing the angle of swing of counterweight, the component interference of counterweight and surrounding is easily avoided.Thus, the degrees of freedom of the shape of counterweight is high.
At this, the distance that the distance between the center of gravity of counterweight when counterweight is in open state and the rotating center of camshaft is between the center of gravity of counterweight when closing state and the rotating center of camshaft than counterweight is large.Therefore, the displacement of the position of centre of gravity of counterweight when counterweight is in when closing state and is in open state is larger, then counterweight is more difficult to return the state of closing.
But, in the motor of the technical program, as described above, the displacement of the position of centre of gravity of counterweight when counterweight is in when closing state and is in open state can be reduced, so counterweight easily returns the state of closing.
As described above, in the motor of the technical program, the counterweight when starting easily is avoided to be in the state opened, so the startability of motor can be improved.
Preferably, the 1st counterweight part comprises section 1 and part 2.Observe from the axial direction of camshaft, section 1 is configured at the 1st region.Observe from the axial direction of camshaft, part 2 is configured at the 2nd region.2nd region is positioned at the 2nd longitudinally relative to transverse axis, and is positioned at the 1st laterally relative to the longitudinal axis.2nd longitudinal direction is the opposite direction of the 1st longitudinal direction.Observe from the axial direction of camshaft, the end of the 1st counterweight part is configured at the 2nd region.In this situation, to extend to from the region being positioned at the 1st transverse direction relative to the longitudinal axis with the 1st counterweight part and transversely cross compared with the situation of the position of the longitudinal axis the 2nd, the rotating center of center of gravity away from camshaft of counterweight can be made.In addition, compared with the situation being configured at the 1st region with the end of the 1st counterweight part, easily decompression is sold the rotating center be configured to away from counterweight.
Preferably, observe from the axial direction of camshaft, decompression pin is configured at the 2nd region.In this situation, observe from the axial direction of camshaft, the end of the 1st counterweight part can be configured at the 2nd region.
Preferably, observe from the axial direction of camshaft, rotating center and the distance between selling that reduces pressure of counterweight are more than the distance between the rotating center of counterweight and the rotating center of camshaft.In this situation, the distance between decompression pin and the rotating center of counterweight can be strengthened.
Preferably, camshaft comprises the exhaust cam contacted with valve mechanism.Exhaust cam comprises the nose of cam given prominence to outward than basic circle.Observe from the axial direction of camshaft, the rotating center of counterweight is positioned at the position leaning on the footpath of camshaft inwardly square than the basic circle of exhaust cam.In this situation, the center of gravity of the rotating center of counterweight and counterweight can be made close.
Observe from the axial direction of camshaft, the rotating center of counterweight also can be positioned at the position outward, footpath leaning on camshaft than the outer circumferential face of nose of cam.In this situation, the distance between decompression pin and the rotating center of counterweight can be strengthened.
Preferably, observe from the axial direction of camshaft, counterweight does not have the part being configured at the 3rd region.3rd region is positioned at the 2nd longitudinally relative to transverse axis, and is positioned at the 2nd laterally relative to the longitudinal axis.In this situation, the rotating center of the center of gravity that can make counterweight camshaft further away from each other.In addition, the center of gravity of the rotating center of counterweight and counterweight can be made close further.
Preferably, observe from the axial direction of camshaft, the end of the 2nd counterweight part is configured at the 4th region.4th region is positioned at the 1st longitudinally relative to transverse axis, and is positioned at the 2nd laterally relative to the longitudinal axis.In this situation, the center of gravity of the rotating center of counterweight and counterweight can be made close.
The vehicle of another technological scheme of the present invention possesses above-mentioned motor.
Technique effect
According to the present invention, motor and the vehicle of the startability that can improve the mechanism of decompressor can be provided.
Accompanying drawing explanation
Fig. 1 is the side view of vehicle.
Fig. 2 is the partial sectional view of motor.
Fig. 3 is the sectional view of the cylinder head of the plane vertical with camshaft.
Fig. 4 is the amplification view of assembling cam shaft body.
Fig. 5 is the stereogram of assembling cam shaft body.
Fig. 6 is the exploded view of assembling cam shaft body.
Fig. 7 is the figure of the counterweight that the state of closing is shown.
Fig. 8 is the figure of the counterweight that open state is shown.
Fig. 9 is the enlarged view of exhaust cam.
Figure 10 is the side view of assembling cam shaft body.
Figure 11 is the figure that the assembling cam shaft body observed from camshaft line direction is shown.
Figure 12 is the figure that the counterweight observed from camshaft line direction is shown.
Figure 13 is the stereogram of counterweight.
Figure 14 is the side view of the assembling cam shaft body observed from the direction of the arrow XIV of Figure 10.
Figure 15 is the figure that flange, counterweight and the Returnning spring observed from camshaft line direction are shown.
Figure 16 is the figure of the cylinder head that the state having laid down cylinder head cover is shown.
Figure 17 is the figure of the counterweight that the 1st variation is shown.
Figure 18 is the figure of the counterweight that the 2nd variation is shown.
Figure 19 is the figure of the counterweight that the 3rd variation is shown.
Figure 20 is the figure of the counterweight that the 4th variation is shown.
Embodiment
Hereinafter, with reference to the accompanying drawings of the vehicle 1 of mode of execution.Fig. 1 is the side view of vehicle 1.Vehicle 1 is the motorcycle of pedal (scooter) type.Vehicle 1 comprises vehicle body 2, front-wheel 3, trailing wheel 4, handlebar 5 and seat 6.Vehicle body 2 comprises flat foot treadle 2a.Vehicle body 2 supports front-wheel 3 and trailing wheel 4.Handlebar 5 and seat 6 are installed on vehicle body 2.Flat foot treadle 2a is configured in the front of seat 6 and below.
Vehicle 1 comprises the motor 7 of mode of execution.Fig. 2 is the partial sectional view of motor 7.As shown in Figure 2, motor 7 comprises bent axle 11, crankcase 12, cylinder block 13, cylinder head 14 and cylinder head cover 19.Cylinder block 13 is connected to crankcase 12.Cylinder block 13 can with crankcase 12 one, or also can be split.Cylinder block 13 retracts piston 15.Piston 15 links via connecting rod 16 and bent axle 11.Bent axle 11 is connected with gearbox 8.
Cylinder head 14 is connected with cylinder block 13.Cylinder head 14 comprises firing chamber 17.At cylinder head 14, spark plug 18 is installed.The tip portion of spark plug 18 faces firing chamber 17 and configures.Cylinder head cover 19 is installed on cylinder head 14.
Motor 7 comprises valve mechanism 25 and camshaft 26.Valve mechanism 25 and camshaft 26 are placed in cylinder head 14.Camshaft 26, by contacting with valve mechanism 25, drives valve mechanism 25.
Camshaft 26 is supported in cylinder head 14.Cylinder head 14 comprises the 1st supporting walls 141 and the 2nd supporting walls 142.1st supporting walls 141 and the 2nd supporting walls 142 are arranged on the axial direction (hereinafter referred to as " camshaft line direction ") of camshaft 26.1st supporting walls 141 supporting cam wheel axle 26.1st supporting walls 141 is via the 1st bearing 27 supporting cam wheel axle 26.2nd supporting walls 142 supporting cam wheel axle 26.2nd supporting walls 142 is via the 2nd bearing 28 supporting cam wheel axle 26.Camshaft 26 is supported in cylinder head 14 in the mode that can rotate by the 1st bearing 27 and the 2nd bearing 28.The external diameter of the 1st bearing 27 is larger than the external diameter of the 2nd bearing 28.In addition, the 1st supporting walls 141 also can not via the 1st bearing 27 supporting cam wheel axle 26.2nd supporting walls 142 also can not via the 2nd bearing 28 supporting cam wheel axle 26.
Camshaft 26 comprises the 1st camshaft mandrel end 261 and the 2nd camshaft mandrel end 262.On camshaft line direction, the 1st bearing 27 is configured in than the 2nd camshaft mandrel end 262 by the position near the 1st camshaft mandrel end 261.On camshaft line direction, the 2nd bearing 28 is configured in than the 1st camshaft mandrel end 261 by the position near the 2nd camshaft mandrel end 262.
Cam chain 29 is wound with at camshaft 26 and bent axle 11.Specifically, at camshaft 26, the 1st sprocket tooth 31 is installed.1st sprocket tooth 31 is installed on the 1st camshaft mandrel end 261.At bent axle 11, the 2nd sprocket tooth 32 is installed.Cam chain 29 is wound in the 1st sprocket tooth 31 and the 2nd sprocket tooth 32.
The rotation of bent axle 11 is delivered to camshaft 26 via cam chain 29, and thus, camshaft 26 rotates.Camshaft 26 comprises intake cam 263 and exhaust cam 264.Intake cam 263 and exhaust cam 264 are arranged on camshaft line direction.Rotated by camshaft 26, intake cam 263 and exhaust cam 264 rotate.Intake cam 263 contacts with valve mechanism 25 with exhaust cam 264, is rotated by intake cam 263 and exhaust cam 264, drives valve mechanism 25.
Fig. 3 is the sectional view of the cylinder head 14 of the plane vertical with camshaft 26.As shown in Figure 3, motor 7 comprises exhaust valve 23 and intake valve 24.Cylinder head 14 comprises the suction port 21 and relief opening 22 that are communicated with firing chamber 17.Exhaust valve 23 and intake valve 24 are placed in cylinder head 14.Intake valve 24 pairs of suction ports 21 carry out opening and closing.Exhaust valve 23 pairs of relief openings 22 carry out opening and closing.Valve mechanism 25 pairs of intake valves 24 and exhaust valve 23 carry out opening and closing.
At intake valve 24, inlet-valve spring 241 is installed.Inlet-valve spring 241 is closed on the direction of suction port 21 at intake valve 24 and is exerted a force to intake valve 24.At exhaust valve 23, exhaust valve spring 231 is installed.Exhaust valve spring 231 is closed on the direction of relief opening 22 at exhaust valve 23 and is exerted a force to exhaust valve 23.
Valve mechanism 25 comprises exhaust rocker arm axle 33 and exhaust rocker arm 34.Exhaust rocker arm axle 33 and camshaft 26 configure abreast.Exhaust rocker arm axle 33 is supported in cylinder head 14.Exhaust rocker arm 34 is supported in exhaust rocker arm axle 33 in the mode that can swing centered by exhaust rocker arm axle 33.Exhaust rocker arm 34 is configured to make exhaust valve 23 action.Exhaust rocker arm 34 comprises arm main body 341, exhaust roller 342 and exhaust valve press part 343.
Arm main body 341 is supported in exhaust rocker arm axle 33 in the mode that can swing.Exhaust roller 342 is supported for and can rotates by one end of arm main body 341.The other end of arm main body 341 supports exhaust valve press part 343.Exhaust roller 342 contacts with exhaust cam 264, is rotated by the rotation of exhaust cam 264.The top of exhaust valve press part 343 is relative with the rod end 232 of exhaust valve 23.
When being boosted exhaust roller 342 by exhaust cam 264, swung by exhaust rocker arm 34, the rod end 232 of exhaust valve 23 is pressed in exhaust valve press part 343.Thus, exhaust valve 23 is pressed and opens relief opening 22.When not boosting exhaust roller 342 by exhaust cam 264, boosting exhaust valve 23 by exhaust valve spring 231 and closing relief opening 22.
Valve mechanism 25 comprises intake rocker axle 35 and intake rocker 36.Intake rocker axle 35 and camshaft 26 configure abreast.Intake rocker axle 35 is supported in cylinder head 14.Intake rocker 36 is supported in intake rocker axle 35 in the mode that can swing centered by intake rocker axle 35.Intake rocker 36 is configured to make intake valve 24 action.Intake rocker 36 comprises arm main body 361, air inlet roller 362 and intake valve press part 363.
Arm main body 361 is supported in intake rocker axle 35 in the mode that can swing.Air inlet roller 362 is supported for and can rotates by one end of arm main body 361.The other end of arm main body 361 supports intake valve press part 363.Air inlet roller 362 contacts with intake cam 263, is rotated by the rotation of intake cam 263.The top of intake valve press part 363 is relative with the rod end 242 of intake valve 24.
When boosting air inlet roller 362 by intake cam 263, swung by intake rocker 36, the rod end of intake valve 24 is pressed in intake valve press part 363.Thus, intake valve 24 is pressed and opens suction port 21.When not boosting air inlet roller 362 by intake cam 263, boosting intake valve 24 by inlet-valve spring 241 and closing suction port 21.
As shown in Figure 2, motor 7 comprises the mechanism of decompressor 40.Fig. 4 is the enlarged view of the assembly body (hereinafter referred to as " assembling cam shaft body ") of camshaft 26, the mechanism of decompressor 40 and the 1st bearing 27.On camshaft line direction, the mechanism of decompressor 40 is configured between the 1st camshaft mandrel end 261 and the 2nd camshaft mandrel end 262.The mechanism of decompressor 40 is configured between the 1st supporting walls 141 of cylinder head 14 and the 2nd supporting walls 142.
Fig. 5 is the stereogram of assembling cam shaft body.Fig. 6 is the exploded view of assembling cam shaft body.As shown in figs.5 and 6, the mechanism of decompressor 40 comprises flange 41, counterweight 42, relief cam 43, decompression pin 44 and Returnning spring 45.
As shown in Figure 6, flange 41 and camshaft 26 are splits, are fixed on camshaft 26.Specifically, flange 41 comprises hole 411.Insert camshaft 26 in the hole 411 of flange 41, flange 41 is fixed on camshaft 26 by being pressed into.On camshaft line direction, flange 41 is configured between counterweight 42 and exhaust cam 264.
Flange 41 comprises the 1st protuberance 412 and the 2nd protuberance 413.At the 1st protuberance 412, trunnion (pivotpin) 46 is installed.Porose 414 are arranged at the 2nd protuberance 413.Relief cam 43 is inserted in the hole 414 of the 2nd protuberance 413.
On camshaft line direction, counterweight 42 is configured between the 1st bearing 27 and flange 41.Counterweight 42 is supported in camshaft 26 in the mode that can rotate between the state of closing and open state.
Fig. 7 and Fig. 8 is the A-A sectional view in Fig. 4.Fig. 7 illustrates the counterweight 42 of the state of closing.Fig. 8 illustrates the counterweight 42 of open state.
Relief cam 43 is supported in flange 41 in the mode that can rotate.Specifically, counterweight 42 is supported in flange 41 via trunnion 46 in the mode that can rotate.Counterweight 42, by rotating centered by trunnion 46, switches between the state of closing and open state.
Relief cam 43 is connected with counterweight 42 via decompression pin 44.Thus, relief cam 43 correspondingly rotates with the rotation of counterweight 42.
Specifically, as shown in Fig. 4 and Fig. 6, relief cam 43 comprises head 431 and axle portion 432.Axle portion 432 is inserted in the hole 414 of flange 41.Head 431 is configured between flange 41 and counterweight 42.The external diameter of head 431 is larger than the internal diameter in the hole 414 of flange 41.Head 431 comprises groove portion 433.Groove portion 433 has the shape of the sunken end face from head 431.Side in the outer circumferential face of head 431 headward 431 of groove portion 433 extends.The end of decompression pin 44 is configured in groove portion 433.In addition, in the present embodiment, interior side means the interior side in radial direction.In addition, foreign side means the foreign side in radial direction.
Axle portion 432 comprises cam part 434.Exhaust cam 264 comprises recess 265, and recess 265 has the shape from the outer circumferential face of exhaust cam 264 side's depression in exhaust cam 264.Fig. 9 is the enlarged view of exhaust cam 264.Figure 10 is the side view of assembling cam shaft body.
Cam part 434 is configured in the recess 265 of exhaust cam 264.The shape of some circle be cut off of the sectional tool of cam part 434.As mentioned above, relief cam 43 correspondingly rotates with the rotation of counterweight 42.Relief cam 43 when Fig. 9 (A) illustrates that counterweight 42 is in open state.Fig. 9 (B) illustrates that counterweight 42 is in the relief cam 43 when closing state.The rotation of relief cam 43 and counterweight 42 correspondingly, switches between the state contacted with the exhaust roller 342 of valve mechanism 25 with the state do not contacted with exhaust roller 342.
Specifically, as shown in Fig. 9 (A), when counterweight 42 is in open state, being integrally provided in recess 265 of the cam part 434 of relief cam 43.That is, when counterweight 42 is in open state, cam part 434 becomes the state not being projected into foreign side from the outer circumferential face of exhaust cam 264.Thus, when counterweight 42 is in open state, relief cam 43 does not contact with exhaust roller 342.
As shown in Fig. 9 (B), counterweight 42 be in close state time, a part for the cam part 434 of relief cam 43 is configured in outside recess 265.That is, counterweight 42 be in close state time, cam part 434 becomes a part to be projected into foreign side state from the outer circumferential face of exhaust cam 264.Thus, counterweight 42 be in close state time, relief cam 43 with exhaust roller 342 contact.
Returnning spring 45 exerts a force to counterweight 42 in the mode making counterweight 42 and to return the state of closing from open state.In the present embodiment, Returnning spring 45 is helical springs.But Returnning spring 45 also can be the spring of other kinds.As shown in Figure 6, Returnning spring 45 comprises the 1st spring end 451 and the 2nd spring end 452.1st spring end 451 extends on camshaft line direction.2nd spring end 452 extends on the direction intersected with camshaft line direction.2nd spring end 452 extends in the circumference of Returnning spring 45.1st spring end 451 is engaging in flange 41.2nd spring end 452 is engaging in counterweight 42.
Then, the structure of counterweight 42 is described in detail.As shown in Figure 7, observe from camshaft line direction, the straight line by the rotating center c1 of camshaft 26 and the rotating center c2 of counterweight 42 is set to longitudinal axis Y.By orthogonal with longitudinal axis Y and be set to transverse axis X by the straight line of the rotating center c1 of camshaft 26.The 1st longitudinal y1 is set to from the rotating center c1 of camshaft 26 towards the direction of the rotating center c2 of counterweight 42 by the direction parallel with longitudinal axis Y.The opposite direction of the 1st longitudinal y1 is set to the 2nd longitudinal y2.A side in the direction parallel with transverse axis X is set to the 1st horizontal x1.The opposite direction of the 1st horizontal x1 is set to the 2nd horizontal x2.
In addition, the 1st longitudinal y1 will be positioned at relative to transverse axis X and be set to the 1st region A1 relative to the region that longitudinal axis Y is positioned at the 1st horizontal x1.The 2nd longitudinal y2 will be positioned at relative to transverse axis X and be set to the 2nd region A2 relative to the region that longitudinal axis Y is positioned at the 1st horizontal x1.Observe from camshaft line direction, the 2nd longitudinal y2 will be positioned at relative to transverse axis X and be set to the 3rd region A3 relative to the region that longitudinal axis Y is positioned at the 2nd horizontal x2.The 1st longitudinal y1 will be positioned at relative to transverse axis X and be set to the 4th region A4 relative to the region that longitudinal axis Y is positioned at the 2nd horizontal x2.
In addition, Fig. 7 illustrates on camshaft line direction from the counterweight 42 that the 1st camshaft mandrel end 261 side is observed.Therefore, the situation that camshaft line direction is observed from the 1st camshaft mandrel end 261 side has been given a definition above-mentioned direction x1, x2, y1, y2 and region A1-A4, above-mentioned direction x1, x2, y1, y2 and region A1-A4 but situation about also can observe from the 2nd camshaft mandrel end 262 side on camshaft line direction is given a definition.
As shown in Figure 7, counterweight 42 has the shape that the circumference along camshaft 26 extends.Counterweight 42 is configured in around camshaft 26 in the 1st region A1, the 2nd region A2 and the 4th region A4.Counterweight 42 has the shape striding across the multiple regions in the 1st ~ 4th region A1-A4 in the circumference of camshaft 26.Observe from camshaft line direction, counterweight 42 does not have the part being configured in the 3rd region A3.
Specifically, counterweight 42 comprises the 1st counterweight part 47 and the 2nd counterweight part 48.1st counterweight part 47 to extend along the circumference of camshaft 26 to the 1st horizontal x1 from the rotating center c2 of counterweight 42.The end 471 of the circumference of the 1st counterweight part 47 is positioned at the 1st horizontal x1 relative to longitudinal axis Y.That is, the entirety of the 1st counterweight part 47 is positioned at the 1st horizontal x1 relative to longitudinal axis Y.Observe from camshaft line direction, the end 471 of the 1st counterweight part 47 is configured at the 2nd region A2.
2nd counterweight part 48 is from the rotating center c2 of counterweight 42 along the circumference of camshaft 26 and extend to the 2nd horizontal x2.The end 481 of the circumference of the 2nd counterweight part 48 is positioned at the 2nd horizontal x2 relative to longitudinal axis Y.That is, the entirety of the 2nd counterweight part 48 is positioned at the 2nd horizontal x2 relative to longitudinal axis Y.Observe from camshaft line direction, the end 481 of the 2nd counterweight part 48 is configured at the 4th region A4.
In the circumference of camshaft 26, the 1st counterweight part 47 to the 2 counterweight part 48 is long.That is, around counterweight 42 larger than the angle from rotating center c2 to the end 481 of the 2nd counterweight part 48 of counterweight 42 to the angle of the end 471 of the 1st counterweight part 47 from rotating center c2 of the rotating center c1 of camshaft 26.
1st counterweight part 47 comprises section 1 421 and part 2 422.Observe from camshaft line direction, section 1 421 is configured at the 1st region A1.Observe from camshaft line direction, part 2 422 is configured at the 2nd region A2.2nd counterweight part 48 is configured at the 4th region A4.
Counterweight 42 comprises kingpin support 423.Kingpin support 423 is throughout section 1 421 and the configuration of part 2 422 ground.Trunnion 46 is installed on kingpin support 423.
Exhaust cam 264 comprises the nose of cam 267 (camlobe) given prominence to outward relative to basic circle 266.Observe from camshaft line direction, a part for trunnion 46 is not overlapping with nose of cam 267.That is, observe from camshaft line direction, a part for trunnion 46 is positioned at the position of side more outer than the outer circumferential face of exhaust cam 264.In addition, observe from camshaft line direction, trunnion 46 comprises the part of the position being positioned at side more inner than basic circle 266.
Decompression pin 44 is connected with the 1st counterweight part 47.Specifically, the pin 44 that reduces pressure is connected with part 2 422.Observe from camshaft line direction, decompression pin 44 is configured at the 2nd region A2.Observe from camshaft line direction, the distance between the rotating center c2 of counterweight 42 and decompression pin 44 is more than the distance between the rotating center c2 of the counterweight 42 and rotating center c1 of camshaft 26.
Figure 11 is the figure that the assembling cam shaft body observed from camshaft line direction is shown.As shown in figure 11, observe from camshaft line direction, the profile of flange 41 comprises the part larger than the profile of the 1st bearing 27.Specifically, the 1st protuberance 412 is given prominence to outward relative to the outer circumferential face of the 1st bearing 27.
Under the state of closing, the section 1 421 of counterweight 42 comprises the 1st protuberance 424.Observe from camshaft line direction, the 1st protuberance 424 is given prominence to outward relative to the outer circumferential face of the 1st bearing 27.Observe from camshaft line direction, the outer circumferential face of part 2 422 is positioned at the position of side more inner than the outer circumferential face of the 1st bearing 27.Observe from camshaft line direction, the outer circumferential face of the 2nd counterweight part 48 is positioned at the position of side more inner than the outer circumferential face of the 1st bearing 27.
Observe from camshaft line direction, kingpin support 423 comprises the protuberance 425 given prominence to outward relative to the outer circumferential face of the 1st bearing 27.The maximum value of the outstanding length of protuberance 425 is larger than the maximum value of the outstanding length of the 1st protuberance 424.That is, protuberance 425 to the 1 protuberance 424 is large, projects upwards in the footpath of the 1st bearing 27.In addition, outstanding length means the outstanding length from the outer circumferential face of the 1st bearing 27 in the radial direction of the 1st bearing 27.
As shown in figure 11, the 1st bearing 27 comprises and interiorly takes turns 271 and foreign steamer 272.Inside take turns 271 to contact with camshaft 26.Foreign steamer 272 contacts with the 1st supporting walls 141 of cylinder head 14.As shown in Figure 7, counterweight 42 comprises and interiorly takes turns contacting part 426.Inside take turns contacting part 426 to take turns 271 configure side by side with interior on camshaft line direction.Inside take turns contacting part 426 to take turns 271 give prominence to from the surface of the counterweight 42 adjacent with the 1st bearing 27 towards interior.
As shown in figure 11, the position that contacting part 426 is positioned at side more inner than the inner peripheral surface of foreign steamer 272 is inside taken turns.In addition, no matter counterweight 42 is in which state of the state of closing and open state, the position that contacting part 426 is all positioned at side more inner than the inner peripheral surface of foreign steamer 272 is inside taken turns.Observe from camshaft line direction, inside take turns contacting part 426 at least partially, compared with the rotating center c1 of camshaft 26, near the rotating center c2 being configured in counterweight 42.Observe from camshaft line direction, inside take turns contacting part 426 between the rotating center c2 and camshaft 26 of counterweight 42.As shown in Figure 4, interior take turns contacting part 426 with interior take turns 271 states contacted under, other parts of counterweight 42 do not contact with foreign steamer 272.
Specifically, under counterweight 42 is in the state of closing, inside takes turns contacting part 426 and configure across the 4th region A4, the 1st region A1 and the 2nd region A2.Inside take turns contacting part 426 and comprise the 1st contacting part 426a, the 2nd contacting part 426b and the 3rd contacting part 426c.Under counterweight 42 is in the state of closing, the 1st contacting part 426a is configured at the 1st region A1.Under counterweight 42 is in the state of closing, the 2nd contacting part 426b is configured at the 2nd region A2.Under counterweight 42 is in the state of closing, the 3rd contacting part 426c is configured at the 4th region A4.Observe from camshaft line direction, the area of area ratio the 2nd contacting part 426b of the 1st contacting part 426a is large.Observe from camshaft line direction, the area of area ratio the 3rd contacting part 426c of the 1st contacting part 426a is large.
In fig. 12, G1 represents the position of the center of gravity of counterweight 42.G2 indicate without the 1st protuberance 424 when the position of center of gravity of counterweight 42.In addition, in fig. 12, hachure is appended to the 1st protuberance 424.So-called " situation without the 1st protuberance 424 ", means to remove the state after the part appending hachure in fig. 12.In addition, in fig. 12, the outer circumferential face of the 1st bearing 27 is shown with double dot dash line.As shown in figure 12, observe from camshaft line direction, the center of gravity G1 of counterweight 42 is configured at the 1st region A1.Distance between the center of gravity G1 of the counterweight 42 and rotating center c1 of camshaft 26 is larger than the distance between the center of gravity G1 of counterweight 42 and the rotating center c2 of counterweight 42.Observe from camshaft line direction, the circumference that the 1st protuberance 424 is included in the 1st bearing 27 is positioned at than the part 424b without the part 424a of position near the rotating center c2 of counterweight 42 of center of gravity G2 of counterweight 42 during the 1st the protuberance 424 and rotating center c2 away from counterweight 42.About the outer circumferential face overhang outward from the 1st bearing 27, near part 424a is larger than part 424b far away.
In addition, observe from camshaft line direction, in interior part of to take turns in contacting part 426 near the rotating center c2 of counterweight 42 compared with the center of gravity G1 of counterweight 42, than large in interior part of taking turns rotating center c2 away from counterweight 42 compared with the center of gravity G1 of counterweight 42 in contacting part 426.Such as, the Extreme breadth of the 1st contacting part 426a in the radial direction of camshaft 26 is larger than the Extreme breadth of the 2nd contacting part 426b in the radial direction of camshaft 26.
Figure 13 is the stereogram on the surface of the 2nd camshaft mandrel end 262 side that counterweight 42 is shown.Figure 14 is the side view of the assembling cam shaft body observed from the direction of arrow XIV in Fig. 10.As shown in figure 13, the maximum ga(u)ge of the section 1 421 in camshaft line direction is larger than the maximum ga(u)ge of the part 2 422 in camshaft line direction.The maximum ga(u)ge of the 2nd counterweight part 48 in camshaft line direction is larger than the maximum ga(u)ge of the part 2 422 in camshaft line direction.
As shown in figure 13, section 1 421 comprises inside diameter 421a and outer diameter part 421b.Inside diameter 421a is positioned at the side of outer diameter part 421b.The thickness of the inside diameter 421a in the Thickness Ratio camshaft line direction of the outer diameter part 421b in camshaft line direction is large.Outer diameter part 421b comprises above-mentioned 1st protuberance 424.Therefore, the maximum ga(u)ge of the 1st protuberance 424 in camshaft line direction is larger than the maximum ga(u)ge of the part 2 422 in camshaft line direction.The maximum ga(u)ge of the 1st protuberance 424 in camshaft line direction is larger than the maximum ga(u)ge of the 2nd counterweight part 48 in camshaft line direction.The thickness of the kingpin support 423 in the Thickness Ratio camshaft line direction of the 1st protuberance 424 in camshaft line direction is large.
As shown in Figure 10, observe from the radial direction of camshaft 26, a part for counterweight 42 is overlapping with flange 41.Specifically, observe from the radial direction of camshaft 26, the outer diameter part 421b of section 1 421 is overlapping with flange 41.The surface of the 2nd counterweight part 48 of the 2nd camshaft mandrel end 262 side and the surface of inside diameter 421a, relative with the surface of the flange 41 of the 1st camshaft mandrel end 261 side.Between part 2 422 and flange 41, configure the head 431 of above-mentioned relief cam 43.
As shown in figure 13, kingpin support 423 comprises retracting portion 423a and boss part 423b.Boss part 423b is outstanding from retracting portion 423a along camshaft line direction.The section 1 421 in the Thickness Ratio camshaft line direction of the retracting portion 423a in camshaft line direction and the thickness of the 2nd counterweight part 48 little.Therefore, retracting portion 423a has the shape caved in camshaft line direction from the surface of counterweight 42.
Figure 15 is the figure observing flange 41, counterweight 42 and Returnning spring 45 from the 2nd camshaft mandrel end 262 side.As shown in figure 15, retracting portion 423a retracts Returnning spring 45.Boss part 423b is inserted in above-mentioned Returnning spring 45.At boss part 423b, porose 423c is set.Trunnion 46 is inserted at the hole 423c of boss part 423b.
As shown in Figure 13 and Figure 15, counterweight 42 comprises the 2nd engaging portion 42b.2nd engaging portion 42b is engaging in the 2nd spring end 452 of Returnning spring 45.2nd engaging portion 42b is contained in section 1 421.Specifically, the 2nd engaging portion 42b is relative to the stepped part that kingpin support 423 is formed in section 1 421.
As shown in Figure 14 and Figure 15, flange 41 comprises the 1st engaging portion 42a.1st engaging portion 42a is engaging in the 1st spring end 451 of Returnning spring 45.Specifically, the 1st engaging portion 42a is a part for the 1st protuberance 412.1st engaging portion 42a and flange 41 one-body molded.Such as, flange 41 comprises the 1st engaging portion 42a and integrally formed by sintering, forging or the making method such as casting.
Figure 16 is the figure of the cylinder head 14 that the state having unloaded cylinder head cover 19 is shown.As shown in figure 16, cylinder head 14 comprises the 1st bearings hole 143.1st bearings hole 143 supports the 1st bearing 27.1st bearings hole 143 is arranged at the 1st supporting walls 141.1st bearings hole 143 comprises the 1st recess 144, the 2nd recess 145 and the 3rd recess 146.1st recess 144, the 2nd recess 145 and the 3rd recess 146 are relative to the opposition side being centrally located at bent axle 11 in the 1st bearings hole 143.1st recess 144 has the shape can passed through for the 1st protuberance 424 and intake cam 263.2nd recess 145 has the shape can passed through for exhaust cam 264.3rd recess 146 has the shape can passed through for kingpin support 423.In addition, also can be that the part of the 1st recess 144 is relative to the opposition side being centrally located at bent axle 11 in the 1st bearings hole 143, and other parts are relative to the same side being centrally located at bent axle 11 in the 1st bearings hole 143.Or, also can be that the part of the 2nd recess 145 is relative to the opposition side being centrally located at bent axle 11 in the 1st bearings hole 143, and other parts are relative to the same side being centrally located at bent axle 11 in the 1st bearings hole 143.
In the motor of present embodiment, the circumferential end 471 of the 1st counterweight part 47 is positioned at the 1st horizontal x1 relative to longitudinal axis Y.That is, the 1st counterweight part 47 does not extend with crossing longitudinal axis Y on the 2nd horizontal x2.Therefore, to extend to from the region being positioned at the 1st horizontal x1 relative to longitudinal axis Y with the 1st counterweight part 47 and cross compared with the situation of the position of longitudinal axis Y at the 2nd horizontal x2, the center of gravity G1 of counterweight 42 can be made away from the rotating center c1 of camshaft 26.Therefore, when the rotational speed of camshaft 26 is identical, the centrifugal force putting on counterweight 42 becomes large.The spring force of Returnning spring 45 can be strengthened thus, so do not make setting speed rise just can suppress opening of the counterweight 42 caused by gravity.
In addition, the center of gravity G1 of counterweight 42 can be made close to the rotating center c2 of counterweight 42, so the moment brought by the gravity acting on counterweight 42 can be reduced.Therefore, it is possible to suppress opening of the counterweight 42 caused by gravity.
And then decompression pin 44 is connected with the 1st counterweight part 47 than the 2nd counterweight 42 minister.Therefore, compared with being connected to the situation of the 2nd counterweight 42 with decompression pin 44, the distance between decompression pin 44 and the rotating center c2 of counterweight 42 can be strengthened.Thus, the mobile quantitative change of relative with the angle of swing of counterweight 42 decompression pin 44 is large.In other words, the angle of swing of the counterweight 42 for counterweight 42 to be switched to open state from the state of closing can be reduced.Thereby, it is possible to reduce the displacement of the center of gravity G1 position of the counterweight 42 when counterweight 42 is in when closing state and is in open state.In addition, by reducing the angle of swing of counterweight 42, the component interference of counterweight 42 and surrounding is easily avoided.Thus, the degrees of freedom of the shape of counterweight 42 is high.
Herein, the distance between the center of gravity G1 of the counterweight 42 when counterweight 42 is in open state and the rotating center c1 of camshaft 26, the distance be between the center of gravity G1 of the counterweight 42 when closing state and the rotating center c1 of camshaft 26 than counterweight 42 is large.Thus, the displacement of the position of the center of gravity G1 of the counterweight 42 when counterweight 42 is in when closing state and is in open state is larger, then counterweight 42 is more difficult to return the state of closing.
But, in the motor of present embodiment, as mentioned above, the displacement of the position of the center of gravity G1 of the counterweight 42 when counterweight 42 is in when closing state and is in open state can be reduced, so counterweight 42 easily returns the state of closing.
As described above, in the motor of the technical program, the counterweight 42 when starting easily is avoided to be in the state opened, so the startability of motor 7 can be improved.
Observe from camshaft line direction, the end 471 of the 1st counterweight part 47 is configured at the 2nd region A2.Therefore, to extend to from the region being positioned at the 1st horizontal x1 relative to longitudinal axis Y with the 1st counterweight part 47 and cross compared with the situation of the position of longitudinal axis Y at the 2nd horizontal x2, the center of gravity G1 of counterweight 42 can be made away from the rotating center c1 of camshaft 26.In addition, compared with the situation being configured at the 1st region A1 with the end 471 of the 1st counterweight part 47, easily decompression pin 44 is configured to the rotating center c2 away from counterweight 42.
Observe from camshaft line direction, decompression pin 44 is configured at the 2nd region A2.Therefore, observe from camshaft line direction, the end 471 of the 1st counterweight part 47 can be configured in the 2nd region A2.
Observe from camshaft line direction, the distance between the rotating center c2 of counterweight 42 and decompression pin 44 is more than the distance between the rotating center c2 of the counterweight 42 and rotating center c1 of camshaft 26.Therefore, it is possible to strengthen the distance between decompression pin 44 and the rotating center c2 of counterweight 42.
Observe from camshaft line direction, counterweight 42 does not have the part being configured in the 3rd region A3.Therefore, it is possible to the rotating center c1 of the center of gravity G1 making counterweight 42 camshaft 26 further away from each other.In addition, the center of gravity G1 of the rotating center c2 of counterweight 42 and counterweight 42 can be made close further.
Observe from camshaft line direction, the end 481 of the 2nd counterweight 42 is configured at the 4th region A4.Therefore, it is possible to make the center of gravity G1 of the rotating center c2 of counterweight 42 and counterweight 42 close.
Above, describe one embodiment of the present invention, but the present invention is not limited to above-mentioned mode of execution, various change can be carried out in the scope of purport not departing from invention.
The shape of counterweight 42 is not limited to the shape of above-mentioned mode of execution, also can change.Such as, Figure 17 is the figure of the counterweight 42 that the 1st variation is shown.As shown in figure 17, part 2 422 also can comprise the 2nd protuberance 427.Observe from the axial direction of camshaft 26, the outer circumferential face of the 2nd protuberance 427 to the 1 bearing 27 is given prominence to outward.The volume of volume ratio the 2nd protuberance 427 of the 1st protuberance 424 is large.In this case, same with above-mentioned mode of execution, the center of gravity G1 of counterweight 42 can be made more away from the rotating center c1 of camshaft 26.In addition, compared with the bulky situation of volume ratio the 1st protuberance 424 of the 2nd protuberance 427, the position of the center of gravity G1 of counterweight 42 can be made close to the rotating center c2 of counterweight 42.
Or the circumferential lengths of counterweight can be shorter than the counterweight 42 of above-mentioned mode of execution.Such as, the circumferential end 471 of the 1st counterweight part 47 also can be configured at the 1st region A1.
Or, also can omit the 1st protuberance 424 of counterweight 42.That is, observe from camshaft line direction, section 1 421 also can be positioned at the position of side more inner than the outer circumferential face of the 1st bearing 27.
Figure 18 is the figure of the counterweight 42 that the 2nd variation is shown.As shown in figure 18, observe from camshaft line direction, kingpin support 423 also can be positioned at the position of side more inner than the outer circumferential face of the 1st bearing 27.
Figure 19 is the figure of the counterweight 42 that the 3rd variation is shown.As shown in figure 19, observe from camshaft line direction, trunnion 46 also can be positioned at the position of side more inner than the basic circle 266 of exhaust cam 264.That is, observe from camshaft line direction, the rotating center c2 of counterweight 42 also can be positioned at the position of side more inner than the basic circle 266 of exhaust cam 264.
Figure 20 is the figure of the counterweight 42 that the 4th variation is shown.As shown in figure 20, observe from camshaft line direction, the rotating center c2 of counterweight 42 also can be positioned at the position of side more outer than the nose of cam 267 of exhaust cam 264.In addition, the entirety of trunnion 46 also can be positioned at the position of side more outer than the outer circumferential face of exhaust cam 264.
In the above-described embodiment, counterweight 42 is supported in camshaft 26 via flange 41, but counterweight 42 also can directly be supported in camshaft 26.In the above-described embodiment, flange 41 and camshaft 26 are splits, also can be fixed on camshaft 26 by being pressed into, and also can be fixed by the fixation method beyond press-in.Or flange also can be integrally formed with camshaft 26.
Also the interior wheel contacting part of counterweight 42 can be omitted.Also the retracting portion of counterweight 42 can be omitted.That is, Returnning spring also can be configured at the position beyond counterweight 42.
In the above-described embodiment, as the example of vehicle exemplified with pedal motorcycle, but vehicle of the present invention is not limited to pedal motorcycle, also can be the motorcycle of other kinds such as sports type, cross-country type, light motorcycle.Herein, motorcycle is not limited to two-wheeled, also comprises the vehicle of three-wheel.In addition, vehicle of the present invention is preferably the riding vehicles such as motorcycle, non-level land traveling vehicle (ALL-TERRAINVEHICLE) or snow mobile, but also can be the vehicle beyond riding vehicle.
Term used herein and expression explain for illustration of, being not intended to limit property.Must recognize, be not precluded within this and illustrate and any equipollent of the feature item described, the various distortion in the scope also allowing claims of the present invention to record.The present invention can instantiated in a number of different manners.The disclosure should be considered the content of the mode of execution providing principle of the present invention.Having understood these mode of executions and being not intended to limit the invention in this record and/or illustrated basis preferred embodiment, describe mode of execution at this.Be not limited to the mode of execution recorded at this.The present invention also comprise to comprise based on the disclosure can be familiar with by those skilled in the art, impartial key element, correction, deletion, combination, improvement and/or change all mode of executions.The restriction item of claims broadly should be explained based on the term used in claims, should not be defined in mode of execution described in the checking process of this specification or the application.
Claims (9)
1. a motor, possesses:
Cylinder head;
Exhaust valve, it is placed in described cylinder head;
Valve mechanism, it carries out opening and closing to described exhaust valve;
Camshaft, it drives described valve mechanism by contacting with described valve mechanism;
Bearing, described camshaft is supported in described cylinder head in the mode that can rotate by it; And
The mechanism of decompressor, it is configured between the two end part of the axial direction of described camshaft,
The described mechanism of decompressor comprises:
Counterweight, it is supported in described camshaft in the mode that can rotate between the state of closing and open state;
Returnning spring, its with make described counterweight to return from described open state described in close state mode exert a force;
Relief cam, its be provided in described counterweight be in described in contact with described valve mechanism when closing state, do not contact with described valve mechanism when described counterweight is in described open state; And
Decompression pin, described counterweight is connected with described relief cam by it,
Observe from the axial direction of described camshaft, straight line by the rotating center of described camshaft and the rotating center of described counterweight is set to the longitudinal axis, by orthogonal with the described longitudinal axis and be set to transverse axis by the straight line of the rotating center of described camshaft, by with the direction of described longitudinal axis in be set to the 1st longitudinally from the rotating center of described camshaft towards the direction of the rotating center of described counterweight, a side in the direction parallel with described transverse axis is set to the 1st laterally, the opposite direction of described 1st transverse direction is set to the 2nd laterally
Observe from the axial direction of described camshaft, the gravity allocation of described counterweight in being positioned at the described 1st relative to described transverse axis longitudinally and be positioned at the 1st region of described 1st transverse direction relative to the described longitudinal axis,
Described counterweight comprises:
1st counterweight part, it extends from the rotating center of described counterweight along the circumference of described camshaft, and its circumferential end is positioned at the described 1st laterally relative to the described longitudinal axis; With
2nd counterweight part, it extends from the rotating center of described counterweight along the circumference of described camshaft, and its circumferential end is positioned at the described 2nd laterally relative to the described longitudinal axis,
In the circumference of described camshaft, described 1st counterweight part than described 2nd counterweight minister,
Described decompression pin is connected with described 1st counterweight part.
2. motor according to claim 1,
The opposite direction of described 1st longitudinal direction is set to the 2nd longitudinally,
Described 1st counterweight part comprises section 1 and part 2,
Observe from the axial direction of described camshaft, described section 1 is configured at described 1st region,
Observe from the axial direction of described camshaft, described part 2 is configured at and is positioned at the described 2nd longitudinally and be positioned at the 2nd region of described 1st transverse direction relative to the described longitudinal axis relative to described transverse axis,
Observe from the axial direction of described camshaft, the end of described 1st counterweight part is configured at described 2nd region.
3. motor according to claim 2,
Observe from the axial direction of described camshaft, described decompression pin is configured at described 2nd region.
4. motor according to any one of claim 1 to 3,
Observe from the axial direction of described camshaft, the distance between the rotating center of described counterweight and described decompression pin is more than the distance between the rotating center of described counterweight and the rotating center of described camshaft.
5. motor according to any one of claim 1 to 4,
Described camshaft comprises the exhaust cam contacted with described valve mechanism,
Described exhaust cam comprises the nose of cam given prominence to outward than basic circle,
Observe from the axial direction of described camshaft, the rotating center of described counterweight is positioned at the position leaning on the footpath of described camshaft inwardly square than the basic circle of described exhaust cam.
6. motor according to any one of claim 1 to 4,
Described camshaft comprises the exhaust cam contacted with described valve mechanism,
Described exhaust cam comprises the nose of cam given prominence to outward than basic circle,
Observe from the axial direction of described camshaft, the rotating center of described counterweight is positioned at the position outward, footpath leaning on described camshaft than the outer circumferential face of described nose of cam.
7. motor according to any one of claim 1 to 6,
Observe from the axial direction of described camshaft, described counterweight does not have to be configured at and is positioned at the described 2nd longitudinally and be positioned at the part in the 3rd region of described 2nd transverse direction relative to the described longitudinal axis relative to described transverse axis.
8. motor according to any one of claim 1 to 7,
Observe from the axial direction of described camshaft, the end of described 2nd counterweight part is configured at and is positioned at the described 1st longitudinally and be positioned at the 4th region of described 2nd transverse direction relative to the described longitudinal axis relative to described transverse axis.
9. a vehicle, possesses the motor according to any one of claim 1 to 8.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014108985A JP2015224577A (en) | 2014-05-27 | 2014-05-27 | Engine and vehicle |
| JP2014-108985 | 2014-05-27 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105275529A true CN105275529A (en) | 2016-01-27 |
| CN105275529B CN105275529B (en) | 2018-02-09 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510271650.4A Active CN105275529B (en) | 2014-05-27 | 2015-05-25 | Engine and vehicle |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP2949891B1 (en) |
| JP (1) | JP2015224577A (en) |
| CN (1) | CN105275529B (en) |
| TW (1) | TWI608161B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7286940B2 (en) * | 2018-10-19 | 2023-06-06 | スズキ株式会社 | valve mechanism |
| JP7124630B2 (en) * | 2018-10-19 | 2022-08-24 | スズキ株式会社 | Valve train with decompression device |
| TWM580123U (en) * | 2018-11-30 | 2019-07-01 | 光陽工業股份有限公司 | Decompression device of internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0167691A2 (en) * | 1984-07-10 | 1986-01-15 | Fuji Jukogyo Kabushiki Kaisha | Decompression apparatus for engines |
| JPH0267409A (en) * | 1988-08-31 | 1990-03-07 | Yamaha Motor Co Ltd | Decompressor of engine |
| CN100507223C (en) * | 2005-02-21 | 2009-07-01 | 本田技研工业株式会社 | Engine decompression system |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4887200B2 (en) | 2006-08-08 | 2012-02-29 | 本田技研工業株式会社 | Engine with decompression device |
| JP4540655B2 (en) | 2006-11-24 | 2010-09-08 | 本田技研工業株式会社 | Internal combustion engine with decompression device |
| JP2012246839A (en) * | 2011-05-27 | 2012-12-13 | Yamaha Motor Co Ltd | Internal combustion engine and motorcycle with the same |
-
2014
- 2014-05-27 JP JP2014108985A patent/JP2015224577A/en active Pending
-
2015
- 2015-04-20 EP EP15164176.8A patent/EP2949891B1/en active Active
- 2015-05-20 TW TW104116114A patent/TWI608161B/en active
- 2015-05-25 CN CN201510271650.4A patent/CN105275529B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0167691A2 (en) * | 1984-07-10 | 1986-01-15 | Fuji Jukogyo Kabushiki Kaisha | Decompression apparatus for engines |
| JPH0267409A (en) * | 1988-08-31 | 1990-03-07 | Yamaha Motor Co Ltd | Decompressor of engine |
| CN100507223C (en) * | 2005-02-21 | 2009-07-01 | 本田技研工业株式会社 | Engine decompression system |
Also Published As
| Publication number | Publication date |
|---|---|
| EP2949891B1 (en) | 2018-06-20 |
| TW201604382A (en) | 2016-02-01 |
| JP2015224577A (en) | 2015-12-14 |
| CN105275529B (en) | 2018-02-09 |
| TWI608161B (en) | 2017-12-11 |
| EP2949891A1 (en) | 2015-12-02 |
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