EP0422277B1 - Combustion chamber and valve operating mechanism for multi-valve engine - Google Patents
Combustion chamber and valve operating mechanism for multi-valve engine Download PDFInfo
- Publication number
- EP0422277B1 EP0422277B1 EP89119004A EP89119004A EP0422277B1 EP 0422277 B1 EP0422277 B1 EP 0422277B1 EP 89119004 A EP89119004 A EP 89119004A EP 89119004 A EP89119004 A EP 89119004A EP 0422277 B1 EP0422277 B1 EP 0422277B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- cylinder head
- rocker arm
- intake
- valves
- camshaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
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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
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
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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
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
- F01L1/265—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder peculiar to machines or engines with three or more intake valves per cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
- F02F1/4221—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder particularly for three or more inlet valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
- The invention relates to a cylinder head for an internal combustion engine comprising a lower surface defining in part a combustion chamber, at least three intake valves supported for reciprocation along axes that extend at acute angles to one side of a plane containing the axis of a cylinder bore of a cylinder block to which the cylinder head is to be attached, at least two exhaust valves supported for reciprocation along axes that extend at an acute angle to the other side of said plane, said intake and exhaust valves being operated by a common single camshaft supported through the cylinder head, wherein an area of the cylinder head spaced from the lower surface and between the portions supporting said intake and exhaust valves defines generally a coolant jacket which is partially defined by a bridging member defining an upper wall of said coolant jacket and extending substantially horizontally across a centre area of the cylinder head.
- It has been recognized that the performance of an internal combustion engine can be significantly improved by increasing the number of valves serving each of the combustion chambers. By using a plurality of smaller diameter valves rather than individual large diameter valves, it is possible to increase the total effective valve flow area without a significant increase in the weight of the reciprocating masses. As a result, multiple valve engines are receiving considerable interest and application for a wide variety of purposes, such as powering motor vehicles.
- However, as the number of valves per combustion chamber increases, the complexity of the engine also increases. In addition, the added port areas necessary to serve the multiple valves tends to complicate the ability to provide a rigid cylinder head arrangement that can withstand the loadings.
- Moreover, an arrangement is preferred wherein the cylinder head is reinforced by at least one bridging member that extends transversely across the cylinder head in proximity to the combustion chamber in order to increase the stiffness of the cylinder head.
- Although the use of such a bridging member or bridging members for reinforcing the cylinder head is particularly advantageous so as to provide a strong and yet lightweight construction, the use of bridging members by themselves can further complicate the overall configuration of the cylinder head and the formation of it.
- Where multiple intake valves are utilized in conjunction with internal combustion engines, it has been generally the practice to dispose all of the intake valves on one side of the engine and all of the exhaust valves on the other side of the engine. This is generally done so as to simplify the porting for the engine and so that the ports for the intake and exhaust gases need not cross over each other. However, where the intake and exhaust valves are so disposed on opposite sides of the cylinder head, this has generally necessitated the use of separate camshafts for operating the intake and exhaust valves, respectively. Although the use of separate camshafts has certain advantages, it further complicates the engine. Not only does this tend to raise the overall height of the engine due to the positioning of the camshafts, but it also significantly complicates the timing arrangement for driving all of the camshaft from the crankshaft of the engine. Although the use of a single overhead camshaft for operating all of the valves is possible, the previously proposed arrangements of this type have given rise to certain other problems. For example, the placement of such added components as spark plugs and the like become a significant problem in connection with the use of single overhead camshafts for multiple valve engines.
- In addition to the problems of component placement when all of the multiple valves of an engine are operated by a single camshaft, there also is a considerable problem in connection with adequate support for the camshaft. That is, where multiple valves are operated by a single camshaft, the operating loads exerted on the camshaft can be quite high. It is, of course, extremely important to support the camshaft in such a way that it will not flex and the valve operation will not be adversely affected.
- Where multiple valves are operated for an engine from a single camshaft, it is generally the practice to employ some form of rocker arm arrangement for operating the valves from the camshaft so that the valves can be located in the combustion chamber at optimum positions and may reciprocate along the desired axes. However, where rocker arms are employed, it is also necessary to provide an arrangement for pivotally journaling the rocker arms. Although individual rocker arm supports have been proposed, these supports have a tendency of permitting the rocker arm to move transversely or rotate about an axis perpendicular to their normal pivotal axis and can adversely affect high speed performance. Therefore, it is desirable to mount the rocker arms for their pivotal movement on a rocker arm shaft which shaft will tend to maintain the movement of the rocker arm in its desired path. However, the use of the rocker arm shafts can give rise to other problems, particularly in the placement of other components of the engine.
- In connection with the use of multiple valves, it is a desirable practice to employ three intake valves for each cylinder of the engine. In order to facilitate operation of the valves and their placement, it has been the practice to place two of these valves, the outermost valves, so they reciprocate about parallel acute axes to a plane containing the cylinder bore axis. The third, middle valve, is disposed outwardly toward the periphery of the cylinder bore from this plane and also reciprocates about an axis that is at an acute angle to the plane but which angle is less than the aforenoted angle. Although this arrangement is particularly useful, the placement of the valve heads previously proposed has been such as to require the formation of a fairly deep recess in the peripheral edge of the piston so as to provide clearance. This can present certain difficulties.
- From US-A-4,624,222, an intake valve structure for an internal combustion engine is known which comprises a bridging member reinforcing the cylinder head. However, the rigidity of a camshaft arrangement for operating the valves should be increased further.
- From GB-A 2 193 998 and DE-A-38 38 953, other cylinder head arrangements are known which, however, do not refer to specific aspects of multiple valve engines having at least three intake valves and at least two exhaust valves.
- Accordingly, it is an objective of the present invention to provide a cylinder head of a multiple valve internal combustion engine that is highly reinforced and allows valve operation from a single camshaft without substantial deflection of same.
- According to the present invention, the above objective is achieved in that the reinforcing bridging member defines a bearing portion for at least a centre bearing of the camshaft, the axis of which is displaced vis-a-vis said plane to the intake valve side of the cylinder head.
- Preferred embodiments of the present invention are laid down in the further dependent claims.
- In the following, the present invention is explained in greater detail by means of several embodiments thereof in conjunction with the drawings, wherein:
- Figure 1 is a side elevational view of a motorcycle powered by an internal combustion engine constructed in accordance with an embodiment of the invention, with a portion broken away and shown in section.
- Figure 2 is a cross-sectional view showing the top portion of the engine in cross-section taken along the line 2-2 of Figure 3.
- Figure 3 is a top plan view of the cylinder head assembly with the cam cover removed but with components carried by it shown in phantom.
- Figure 4 is a bottom plan view showing the cylinder head assembly, with the intake and exhaust valves being depicted in phantom.
- Figure 5 is a cross-sectional view taken along the line 5-5 of Figure 2 and shows the engine mounting arrangement.
- Figure 6 is a cross-sectional view, in part similar to Figure 2, and shows another embodiment of the invention. This view is taken generally along the line 6-6 of Figure 7.
- Figure 7 is a top plan view of the cylinder head of this embodiment with the cam cover partially removed.
- Figure 8 is a cross-sectional view of this embodiment and is taken along the line 8-8 in Figure 7.
- Figure 9 is a cross-sectional view, in part similar to Figures 2 and 6, and shows yet another embodiment of the invention.
- Figure 10 is a top plan view of the embodiment of Figure 9 with the cam cover removed.
- Figure 11 is a top plan view, in part similar to Figure 10, showing yet another embodiment of the invention.
- Referring first to Figure 1, a motorcycle powered by an internal combustion engine constructed in accordance with an embodiment of the invention is identified generally by the
reference numeral 11. Themotorcycle 11 is depicted as a typical environment in which an engine embodying the invention may be employed. The invention has particular utility in conjunction with internal combustion engines used to power vehicles. However, it will be readily apparent to those skilled in the art that the invention may be practiced in conjunction with other engine applications. - The
motorcycle 11 is comprised of a frame assembly, indicated generally by therefernce numeral 12, and which is of the welded up type including ahead pipe 13 that journals afront fork assembly 14 for steering movement and which supports afront wheel 15 in a known manner. In a similar manner, arear wheel 16 is supported by theframe assembly 12 by means including atrailing arm suspension 17. - An internal combustion engine, indicated generally by the
reference numeral 18 and shown in more details in Figures 2 through 4, is supported within theframe assembly 12 by means including anengine mount 19 that is affixed to agusset plate 21 which is affixed to or forms a part of theframe assembly 12 in a manner as will be later described by reference to Figure 5. Theengine 18 is further supported in a suitable manner from adown tube 22 of theframe 12. - A
fuel tank 23 is supported by theframe 12 above theengine 18 and supplies fuel to the engine in a known manner and specifically tocarburetors 24 thereof. Anair cleaner 25 supplies filtered air to thecarburetors 24. - A
seat 26 is supported on the rear of theframe assembly 12 behind thefuel tank 23 so as to accommodate a rider. - The
engine 18, as is common with motorcycle practice, includes an integral crankcase, changespeed transmission assembly 27 that drives therear wheel 16 through achain 28 in a known manner. - The
engine 18 or at least portions of it are water cooled and for this purpose there is mounted aradiator 30 on theframe assembly 12 forwardly of thedown tube 22. The construction of the motorcycle and its drive arrangement as thus far described may be considered to be conventional and, for that reason, further description of the motorcycle per se is not believed to be necessary to understand the construction and operation of the invention. - Referring now in detail to Figures 2 through 4, the construction of the
engine 18 will be described in detail. Since the invention relates primarily to the cylinder head assembly and particularly the camshaft support and the valve actuating mechanism, only the top portion of the engine assembly has been depicted and will be described in conjunction with a single cylinder of the engine. In the illustrated embodiment, the engine is of the single cylinder type but it is to be understood that the invention can be practiced in combination with multiple cylinder engines and the adoption of the invention to such engines is believed to be well within the scope of those skilled in the art in view of the following description. Two such multi-cylinder embodiments will also be described by reference to Figures 9 and 11 and Figure 11. - The
engine 18 is comprised of acylinder block assembly 29 that defines one or more cylinder bores 31 by means of pressed in or otherwise insertedliners 32. Apiston 33 is supported for recpirocation within the cylinder bore 31 and is connected by means of a connecting rod (not shown) to a crankshaft for driving it in a known manner. - A cylinder head assembly, indicated generally by the
reference numeral 34, is affixed to thecylinder block 29 in a known manner and has a downwardly facing sealingsurface 35 that is adapted to cooperate with a gasket (not shown) interposed between this surface and a corresponding upper surface of thecylinder block 29 for sealing purposes. Centrally of the sealingsurface 35, the cylinder block is provided with acombustion chamber area 36 that is defined by arecess 37 of thecylinder head 34, the head of thepiston 33 and cylinder bore 31. The volume of thechamber 36 varies, of course, with the reciprocation of thepiston 33 and is shown in Figure 2 at its top dead center position. - In order to permit an intake charge to be delivered to the
combustion chamber 36, there is provided a multiple intake valve assembly which lies generally on one side of a plane containing the axis C of the cylinder bore 31 (Figure 3) and which extends perpendicularly to the plane of Figure 2. This intake valve assembly includes a pair ofintake valves 38 which are supported for reciprocation about parallel axes that are disposed at an acute angle to the aforenoted plane. - There is provided a
further intake valve 39 that is supported by thecylinder head assembly 34 for reciprocation about an acute angle to the aforenoted plane but which angle is different than the angle of theintake valves 38. The disposition of theintake valves - Each of the
intake valves head portion 41 that cooperates with arespective valve seat 42 that is pressed into thecylinder head assembly 34 in a known manner. These valve seats are formed at the termination of anintake port 43 that extends through one side of thecylinder head assembly 34 from a single inlet as best shown in Figure 2 and which terminates at the individual valve seats 42. - Each of the
valves stem portion 44 that is supported for reciprocation within arespective guide 45 formed in aportion 46 of thecylinder head 34. The angular disposition of the stems 44 is such that the tips thereof all lie on a line A as seen in Figure 3 when thevalves - The
valves compression spring assemblies 47 that bear at their lower ends against a bearingplate 48 engaged with thecylinder head 34 or formed on therespective valve guide 45 and at their upper ends with aspring retainer 49 that is held to thestem 44 of the respective valve by a keeper assembly of a known type. - The valve placement shown in Patent 4,660,529 is such that the head of the
intake valve 39, which is disposed furthest from the plane containing the cylinder bore axis, has the tip or toe portion of it disposed lower than or at the same point as the adjacent portions of thevalves 38. At a result of this, it may be necessary to form a recess in the head of thepiston 33 for clearance purposes. In accordance with a feature of this invention, thehead 41 of thisoutermost valve 39 is raised so that its toe portion does not extend below theheads 41 of thevalves 38 as may be clearly seen in Figure 2. As a result, a lesser recessed area is necessary in the head of thepiston 33 for clearance purposes. - On the opposite side of the aforenoted plane, there are supported in the cylinder head assembly 34 a pair of
exhaust valves 51 which havestem portions 52 that are reciprocally supported in thecylinder head assembly 34 by valve guides of the type aforedescribed. The valve stems 52 reciprocate about parallel axes which are disposed at an acute angle to the aforenoted plane and which acute angle is less than the acute angle of the pair ofintake valves 38 and greater than the acute angle of theintake valve 39. The tips of the stems 52 lie along a line B (Figure 3) when theexhaust valves 51 are closed. Theseexhaust valves 51 control the flow of exhaust gases from the combustion chamber torespective exhaust ports 53 formed in the side of thecylinder head 34 opposite theintake passage 43. Thevalves 51 cooperate withvalve seats 54 in a known manner so as to control this flow. - All of the
intake valves exhaust valves 51 are operated by means of a singleoverhead camshaft 55. Thecamshaft 55 is journaled, in a manner to be described, for rotation about a camshaft axis that extends parallel to the aforenoted plane and which is offset slightly from one side thereof and the cylinder bore axis C by the distance D2 toward theintake valves intake valves camshaft 55 while the axes of reciprocation of theexhaust valves 51 lies on the other side of this plane. - The
camshaft 55, since it operates all of thevalves camshaft 55 is provided with spaced bearing portions adjacent its ends which are journaled within bearing surfaces 56 formed by thecylinder head 34. In addition, there is provided a central bearing portion on the camshaft inwardly of its ends that is journaled on a bearing surfaces 57 of thecylinder head assembly 34. The center of this camshaft bearing surface and the cylinder head bearing surface is offset a distance D1 from the cylinder bore axis C. The bearing surfaces 56 and 57 of the cylinder head cooperate with corresponding bearing surfaces formed by a combined bearing cap and cam cover assembly, indicated generally by thereference numeral 59 and which is affixed to thecylinder head 34 in a manner to be described. - One of the
intake valves 38 and theintake valve 39 are operated by asingle intake lobe 61 of thecam shaft 52, which lobe 61 is disposed between the bearing surfaces of the camshaft which cooperate with the cylinder head bearing surfaces 56 and 57 and the corresponding bearing portions of the cam cover, bearingcap 59. As a result, the construction is extremely rigid. - The
cam lobe 61 cooperates with afollower portion 62 of a firstintake rocker arm 63 that is journaled in the cam cover, bearingcap 59 on arocker arm shaft 64. Therocker arm shaft 64 is journaled in a suitable manner in thecover 59. Therocker arm 63 has two extendingarm portions 65. Theportions 65 carry adjustingscrews 66 that cooperate with the tips of the stem of one of the pair ofintake valves 38 and the tip of the stem at thevalve 39 so as to operate these valves. - The
camshaft 55 is provided with afurther cam lobe 67 that is disposed on the opposite side of the central bearing portion of the camshaft which cooperates with the cylinderhead bearing surface 57 from thecam lobe 61. Thecam lobe 67 is located between the bearing surfaces 55 and 56 and cooperates with a secondintake rocker arm 68 that is also journaled on therocker arm shaft 64. Therocker arm 68 is a single rocker arm and carries an adjustingscrew 69 for operating the remaining valve of theintake valve pair 38. - The
camshaft 55 is also provided with a pair ofexhaust lobes 70 which lobes are each disposed between a respective one of the end bearing surfaces on the camshaft and theintake lobes reference numerals 71 each havefollower portions 72 that cooperate with a respective of theexhaust cam lobes 70 for pivoting therocker arms 71 about arocker arm shaft 73 which, like therocker arm shaft 64, is carried by the cam cover andbearing cap 59. Adjustingscrews 74 carried at the outer ends 75 of therocker arms 71 contact the tips of the exhaust valve stems 52 for operating the exhaust valves in a known manner. - The engine is also provided with a
spark plug 76 for firing the charge in thecombustion chamber 37. Thespark plug 76 is received within a sparkplug receiving recess 77 formed by alignedbores cylinder head 34 andcam cover 59, respectively. A tappedhole 81 formed at the bottom of the cylinder head bore 78 receives the threads of the spark plug so that its gap will be positioned generally centrally of thecombustion chamber 37. - The
cylinder head 34 is also provided with a coolingjacket 82 through which coolant is circulated from a coolingjacket 83 of thecylinder block 29. - The
camshaft 55 carries asprocket 84 at one end which is driven at one-half crankshaft speed by achain 85. - It should be noted that the provision of the
cooling cavity 82 gives the cylinder head 34 a generally open V-type configuration. However, in accordance with the invention, there is provided a bridgingmember 86 that extends across the upper portion of thecooling cavity 82 and which serves as a bridging portion between the opposite sides of the cylinder head to additionally provide the bearingsurface 57 for the center bearing portion of thecamshaft 55. This bridgingportion 86 also extends into the spark plug well 77 so as to provide good reinforcing for the cylinder head in this area. As a result of the use of this bridging member, which extends substantially across the center portion of thecombustion chamber 36, the cylinder head will be quite strong. - As may be seen in Figures 2 and 3, the bearing cap, cam cover 59 is held to the
cylinder head 34 by means of four spacedbolts 87. Certain of thebolts 87 extends through areas where therocker arm shafts rocker arm shaft 73 extends through thespark plug recess 77 and to prevent interference, aportion 89 of this rocker arm shaft is removed or relieved so as to permit thespark plug 76 to be inserted and removed without interference. As a result, the construction can be extremely compact and yet there is no sacrifice made for the good operation of the components or the ability to service them. - Referring now primarily to Figures 2 and 5, it will be seen that the bearing cap, cam cover 59 is provided with an upwardly extending
lug portion 99 which is generally bifurcated to pass one of the hold-downbolts 87. Thisbifurcated lug 99 is formed with a pair of aligned bores through which a first bolt andnut assembly 91 extends so as to attach a pair of engine mounts 19 to the engine. A second bolt andnut assembly 92 passes through another series of holes in the engine mounts 19 so as to secure the engine mounts 19 and engine to the frame cross member orgusset 21, as aforedescribed. - In the embodiment of the invention as thus far described, the engine has been provided with a single spark plug for each cylinder or combustion chamber. Such an arrangement has particular utility; however, in large bore engines, it may be desirable to employ plural, such as two spark plugs. The use of plural spark plugs is advantageous to insure that the entire charge in the cylinder will be burned even under high speed running. By using multiple spark plugs, it is possible to insure that this result is obtained.
- The invention, however, can be utilized in conjunction with engines having two spark plugs per cylinder and such an embodiment is shown in Figure 8 wherein the engine is identified generally by the
reference numeral 101. Except for the use of the two spark plugs and the construction in the cylinder head for accommodating them, this embodiment is the same as the previously described embodiment. For that reason, components which are the same as those of the previously described embodiment have been identified by the same reference numerals and will be described again only insofar as is necessary to understand the construction and operation of this embodiment. - In this embodiment, there are provided two diametrically positioned
spark plugs spark plug 102 is positioned in a spark plug recess 104 that is formed in the timing cover portion of the engine and passes between the flights of thedrive chain 85. Thespark plug 103, on the other hand, is disposed beyond the end of thecamshaft 55 and is provided within a spark plug well 105 formed in this portion of the cylinder head. In all other regards, this embodiment is the same as the previously described embodiment, and for that reason further description of it is believed to be unnecessary to permit those skilled in the art to practice the invention. - In this embodiment, the bridging
member 86 does not extend to thespark plug recess 77 because of the different placement of the spark plugs. However, the bridgingmember 86 still acts to reinforce the cylinder head as in the previously described embodiment. - In the embodiments of the invention as thus far described, the invention has been described in relation to a single cylinder engine. As has been previously noted, the invention is adaptable of use in multiple cylinder engines and one such embodiment is shown in Figures 9 and 10. Because this embodiment is generally similar to the previously described embodiments, those components which are the same or substantially the same have been identified by the same reference numerals and will not be described again in detail.
- In this embodiment, an intake
rocker arm shaft 151 and exhaustrocker arm shaft 152 are supported and journaled by means of bearingcaps cylinder head 34 in a conventional manner. As a result, the exhaustrocker arm shaft 152 can be positioned more inwardly from thespark plug recess 77 and it is not necessary to relieve the exhaustrocker arm shaft 152 for this reason. In a like manner, in this embodiment, thecamshaft 55 is provided with spaced bearing portions that are journaled in the bearing caps 153, 154 and 155 in a more conventional manner. Thecamshaft 55 is provided with athrust shoulder 156 that cooperates with thrust taking surfaces of thebearing cap 154 so as to take axial thrusts on thecamshaft 55. - For each cylinder of the engine, the
camshaft 55 is provided with a pair of intake lobes 157 that are disposed generally adjacent each other and a pair ofexhaust lobes 158 that are disposed ouwardly of the intake lobes 157. A singleintake rocker arm 159 for each cylinder has a pair offollower portions 161 that engage the intake cam lobes 157. Therocker arm 159 also has three extendingarm portions 162, each of which operates a respective one of the intake valves. - In a similar manner, there is provided a single
exhaust rocker arm 163 that has a pair offollower portions 164 that are engaged with theexhaust cam lobes 158. This rocker arm also has a pair offinger portions 165 that carry adjusting screws that cooperate with the exhaust valve stems to actuate them. In all other regards, this embodiment is the same as those previously described. - Figure 11 shows yet another embodiment of the invention which is generally similar to the embodiment of Figures 9 and 10 and which can be utilized in conjunction with a multiple cylinder engine. This embodiment differs from the embodment of Figures 9 and 10 only in that the rocker arms associated with the intake valves only have a
single follower portion 201 that is engaged with asingle cam lobe 202 on thecamshaft 55 for operating theintake valves - It should be readily apparent from the foregoing description that a number of embodiments of multiple valve, single overhead camshaft engines have been described, each of which is effective in achieving the goals of the invention as aforenoted.
Claims (14)
- Cylinder head (34) for an internal combustion engine comprising a lower surface (35) defining in part a combustion chamber (36), at least three intake valves (38,39) supported for reciprocation along axes that extend at acute angles to one side of a plane containing the axis of a cylinder bore (31) of a cylinder block (29) to which the cylinder head (34) is to be attached, at least two exhaust valves (51) supported for reciprocation along axes that extend at an acute angle to the other side of said plane, said intake and exhaust valves (38,39;51) being operated by a common single camshaft (55) supported through the cylinder head (34), wherein an area of the cylinder head (34) spaced from the lower surface (35) and between the portions supporting said intake and exhaust valves (38,39;51) defines generally a coolant jacket (82) which is partially defined by a bridging member (86) defining an upper wall of said coolant jacket (82) and extending substantially horizontally across a centre area of the cylinder head (34),
characterized in that
said bridging member (86) defines a bearing portion for at least a centre bearing of the camshaft (55), the axis of which is displaced vis-a-vis said plane to the intake valve side of the cylinder head (34). - Cylinder head as claimed in Claim 1, characterized by further including a spark plug receiving recess (77) formed in the cylinder head (34), said bridging member (86) merging into the portion of said cylinder head (34) defining said spark plug receiving recess (77).
- Cylinder head as claimed in Claim 1 or 2, characterized by a pair of cam lobes (61,67) formed on the camshaft (55) on opposite sides of the portion of the camshaft (55) journaled by the bearing surface (57) formed by the bridging member (86).
- Cylinder head as claimed in Claim 3, characterized in that the pair of cam lobes (61,67) operate the intake valves (38,39).
- Cylinder head as claimed in Claim 3 or 4, characterized by a first rocker arm means (63 to 66,68,69)operated by the cam lobes (61,67) for operating the intake valves (38,39).
- Cylinder head as claimed in Claim 5, characterized in that the first rocker arm means (63 to 66,68,69) includes at least two rocker arms (63,68).
- Cylinder head as claimed in Claim 6, characterized in that the rocker arms (63,68) are pivotally supported upon a rocker arm shaft (64) and wherein the cylinder head is formed with a recess for passing a bolt (87) affixed to the cylinder head (34) and wherein the rocker arm shaft (64) passes across the recess and has a relief portion (88) so that the bolt (87) can be freely inserted into and removed from the recess.
- Cylinder head as claimed in at least one of the preceding Claims 1 to 7, characterized in that a second rocker arm means (71 to 74) is provided operated by cam lobes (70) of the camshaft (55).
- Cylinder head as claimed in Claim 8, characterized in that the second rocker arm means comprises two rocker arms (71) pivotally supported upon another rocker arm shaft (73).
- Cylinder head as claimed in Claim 7, characterized in that the bolt (87) comprises a fastener for securing a cam cover (59) to the cylinder head (34).
- Cylinder head as claimed in Claim 10, characterized in that the cam cover (59) carries the rocker arm shaft (64,73).
- Cylinder head as claimed in at least one of the preceding Claims 1 to 11, characterized in that the rocker arm shaft (64,73) passes across the recess and has a relief portion (88) so that the bolt (87) or other member can be freely inserted into and removed from the recess.
- Cylinder head as claimed in Claim 12, characterized in that the member comprises a spark plug (76).
- Cylinder head as claimed in at least one of the preceding Claims 1 to 13, characterized by an internal combustion engine comprising a first pair of intake valves (38) supported by said cylinder head (34) for reciprocation about parallel axes that extend at an acute angle to one side of a plane containing the axis of the cylinder bore, a third intake valve (39) supported for reciprocation by said cylinder head (34) along an axis disposed at an acute angle to said plane, the angle of reciprocation of said third intake valve (39) being less than the angle of reciprocation of said first pair of intake valves (38), said third intake valve (39) being positioned at a greater distance from said plane than said first pair of intake valves (38) and having the portion of its head closest to said plane being disposed at a higher position relative to the associated cylinder bore than the heads of the first pair of intake valves (38).
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE1989613740 DE68913740T2 (en) | 1989-10-12 | 1989-10-12 | Combustion chamber and valve control device for multi-valve internal combustion engine. |
EP89119004A EP0422277B1 (en) | 1989-10-12 | 1989-10-12 | Combustion chamber and valve operating mechanism for multi-valve engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP89119004A EP0422277B1 (en) | 1989-10-12 | 1989-10-12 | Combustion chamber and valve operating mechanism for multi-valve engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0422277A1 EP0422277A1 (en) | 1991-04-17 |
EP0422277B1 true EP0422277B1 (en) | 1994-03-09 |
Family
ID=8202020
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP89119004A Expired - Lifetime EP0422277B1 (en) | 1989-10-12 | 1989-10-12 | Combustion chamber and valve operating mechanism for multi-valve engine |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP0422277B1 (en) |
DE (1) | DE68913740T2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102251871A (en) * | 2010-05-17 | 2011-11-23 | 通用汽车环球科技运作有限责任公司 | Cylinder head dry valley drain |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2786699B2 (en) * | 1989-11-29 | 1998-08-13 | ヤマハ発動機株式会社 | Valve train for SOHC engine |
DE4323073A1 (en) * | 1993-07-10 | 1995-01-12 | Audi Ag | Reciprocating piston internal combustion engine |
DE19745715A1 (en) * | 1997-10-16 | 1999-04-22 | Daimler Chrysler Ag | Variable control of valves of internal combustion engine |
DE19833199B4 (en) * | 1998-07-23 | 2006-09-28 | Audi Ag | Cylinder head cover of an internal combustion engine |
JP3546753B2 (en) * | 1999-04-22 | 2004-07-28 | 日産自動車株式会社 | Engine cylinder head |
JP4025667B2 (en) * | 2003-03-18 | 2007-12-26 | 本田技研工業株式会社 | Overhead cam type engine |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3838953A1 (en) * | 1987-11-17 | 1989-05-24 | Honda Motor Co Ltd | CYLINDER HEAD COOLING DEVICE FOR WATER-COOLED MULTI-CYLINDER INTERNAL COMBUSTION ENGINES |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3469309D1 (en) * | 1983-11-25 | 1988-03-17 | Honda Motor Co Ltd | Multiple-valved internal combustion engine |
JPS60216013A (en) * | 1984-04-11 | 1985-10-29 | Yamaha Motor Co Ltd | Intake valve mechanism in internal-combustion engine |
US4741302A (en) * | 1984-12-10 | 1988-05-03 | Mazda Motor Corporation | Internal combustion engine |
JPH0668254B2 (en) * | 1986-07-09 | 1994-08-31 | 本田技研工業株式会社 | SOHC internal combustion engine |
-
1989
- 1989-10-12 DE DE1989613740 patent/DE68913740T2/en not_active Expired - Lifetime
- 1989-10-12 EP EP89119004A patent/EP0422277B1/en not_active Expired - Lifetime
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3838953A1 (en) * | 1987-11-17 | 1989-05-24 | Honda Motor Co Ltd | CYLINDER HEAD COOLING DEVICE FOR WATER-COOLED MULTI-CYLINDER INTERNAL COMBUSTION ENGINES |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102251871A (en) * | 2010-05-17 | 2011-11-23 | 通用汽车环球科技运作有限责任公司 | Cylinder head dry valley drain |
Also Published As
Publication number | Publication date |
---|---|
DE68913740D1 (en) | 1994-04-14 |
DE68913740T2 (en) | 1994-06-23 |
EP0422277A1 (en) | 1991-04-17 |
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