EP0430258B1 - Circuit de refroidissement pour un moteur multisoupapes - Google Patents

Circuit de refroidissement pour un moteur multisoupapes Download PDF

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Publication number
EP0430258B1
EP0430258B1 EP19900122883 EP90122883A EP0430258B1 EP 0430258 B1 EP0430258 B1 EP 0430258B1 EP 19900122883 EP19900122883 EP 19900122883 EP 90122883 A EP90122883 A EP 90122883A EP 0430258 B1 EP0430258 B1 EP 0430258B1
Authority
EP
European Patent Office
Prior art keywords
coolant
cylinder head
coolant jacket
auxiliary
jacket
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
Application number
EP19900122883
Other languages
German (de)
English (en)
Other versions
EP0430258A1 (fr
Inventor
Kenichi Nonogawa
Makoto Shimamoto
Wataru Fuchigami
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP1309466A external-priority patent/JP2749161B2/ja
Priority claimed from JP1321157A external-priority patent/JP2815066B2/ja
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP0430258A1 publication Critical patent/EP0430258A1/fr
Application granted granted Critical
Publication of EP0430258B1 publication Critical patent/EP0430258B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F01P3/14—Arrangements for cooling other engine or machine parts for cooling intake or exhaust valves
    • 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
    • F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
    • 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 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F02F1/108—Siamese-type cylinders, i.e. cylinders cast together
    • 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
    • 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
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/40—Cylinder heads having cooling means for liquid cooling cylinder heads with means for directing, guiding, or distributing liquid stream 
    • 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
    • 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
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L2003/25—Valve configurations in relation to engine
    • F01L2003/251—Large number of valves, e.g. five or more
    • 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
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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]
    • 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

Definitions

  • This invention relates to a cooling arrangement for a multi-valve engine and more particularly to an improved cooling arrangement for the cylinder head of such an engine.
  • the present invention comprises a cooling arrangement for a multi-valve internal combustion engine, specifically for a cylinder head thereof defining in part a combustion chamber.
  • a pair of passages extend from valve seats in the combustion chamber to respective port openings formed in the same exterior surface of the cylinder head.
  • a coolant jacket structure is provided in both the cylinder block and the cylinder head of the engine communicated to each other and an external radiator, respectively.
  • a coolant jacket structure comprising a main coolant jacket and an auxiliary coolant jacket is formed in the cylinder head with the auxiliary coolant jacket being formed in between gas flow passages communicating with the combustion chamber and means are provided to direct coolant flow in a generally vertical direction through the auxiliary coolant jacket.
  • the main coolant jacket and the auxiliary coolant jacket of the cylinder head are communicated by means of an annular passageway which, in turn, is communicated to the cylinder block collant jacket by means of inlet openings.
  • the cooling water flows vertically within the auxiliary coolant jacket formed in the cylinder head portion surrounded by its own outer wall, the two gas flow passages, preferably the exhaust ports and the spark plug well, the cylinder head portion around the exhaust ports and the spark plug well can be reliably cooled.
  • the flow of the coolant preferably cooling water
  • the exhaust ports can be of a still larger diameter and a higher engine speed, and a higher engine performance can be achieved as compared with conventional structures.
  • Figure 1 is a partial side elevational view of a motorcycle powered by an internal combustion engine constructed in accordance with a first embodiment of the invention.
  • Figure 2 is a top plan view, showing the cylinder head assembly of the engine, with the cam cover removed.
  • Figure 3 is a cross sectional view of the complete cylinder head assembly and a portion of the associated cylinder block taken along the line 3-3 of Figure 2.
  • Figure 4 is a cross sectional view taken along the line 4-4 of Figure 2.
  • Figure 5 is a cross sectional view taken along the line 5-5 of Figure 3.
  • Figure 6 is an inverted plan view of the cylinder head with the valves and spark plug removed.
  • Figure 7 is a cross sectional view through the center of the cylinder head showing the configuration of the cooling ports and the flow through it with the valves and spark plug removed to more clearly show the construction.
  • Figure 8 is a cross sectional view taken along the line 8-8 of Figure 7.
  • Figure 9 is a cross sectional view, in part similar to Figure 7, showing another embodiment of the invention.
  • Figure 10 is a cross sectional view taken along the line 10-10 of Figure 9.
  • Figure 11 is a cross sectional view, in part similar to Figures 7 and 9, and shows yet another embodiment of the invention.
  • Figure 12 is a cross sectional view taken along the line 12-12 of Figure 11.
  • Figure 13 is a cross sectional view, in part similar to Figures 7, 9 and 11, and shows yet another embodiment of the invention.
  • Figure 14 is a cross sectional view taken along the line 14-14 of Figure 13.
  • a motorcycle powered by an internal combustion engine constructed in accordance with an embodiment of the invention is identified generally by the reference numeral 21.
  • the invention is described in conjunction with a motorcycle since it has particular utility in conjunction with such this type of vehicle. It is to be understood, however, that certain facets of the invention may be utilized in conjunction with internal combustion engines that power other types of vehicles or, for that matter, other applications for internal combustion engines.
  • the motorcycle 21 includes a welded frame assembly 22 having a head pipe 23 that journals a front fork 24 for steering movement.
  • a front wheel (not shown) is journaled by the front fork 24 in a known manner.
  • the frame 22 further includes a main frame tube 25, a down tube 26, a seat rail 27 and a seat pillar 28. At the lower end of the frame, an underguard 29 spans the down tube 26 and the seat pillar 28.
  • a fuel tank 31 is positioned behind the head pipe 23 and ahead of a seat 32 that is carried by the seat rail 27.
  • a small body assembly comprised of a side cover for the tank 31 and air scoop 33, a side covering for the lower portion of the seat 34 and a rear cover 35 are suitably affixed to the frame 22.
  • a trailing arm 36 suspends a rear wheel 37 from the frame assembly in a suitable manner, including a combined spring shock absorber 38 that lies generally on the longitudinal center plane of the motorcycle 21.
  • the rear wheel 37 is powered by an engine unit 39 which is comprised of a water cooled, single cylinder, four cycle, five valve, single overhead cam engine.
  • a crankcase assembly 41 of the engine unit 39 contains a change speed transmission which is driven by the engine crankshaft and which drives the rear wheel 37 through a chain 42.
  • the engine unit 39 includes a cylinder head 43, a cam cover 44 and a cylinder block 45 in addition to the crankcase 41.
  • This engine unit is mounted in the frame 22 with the cylinder block 45 inclined slightly forward in a suitable manner by means including a support pipe 46 that is positioned beneath the main pipe 25 and which is joined to the main pipe 25 and the down tube 26.
  • the engine unit 39 has a pair of forwardly facing exhaust ports from which a pair of exhaust pipes 47 and 48 extend into an exhaust system, indicated generally by the reference numeral 49 and which includes a side mounted muffler 51.
  • the engine unit 39 also includes an induction system including an air box (not shown) that supplies air to a pair of carburetors 52 which serve three rearwardly facing exhaust ports, as will be described by reference to the remaining figures.
  • the cylinder block 45 is formed with a cylinder bore 59 which is formed by a pressed or cast in liner 61.
  • a piston (not shown) reciprocates within the cylinder bore 59 and drives the crankshaft (not shown) contained within the crankcase 41 in a well known manner. Since the invention deals primarily with the cylinder hear 43, the valve train associated with it and its cooling system, those components of the engine which are considered to be conventional have not been illustrated and further description of them is not believed to be necessary to enable those skilled in the art to practice the invention.
  • the cylinder head 43 has a lower surface 62 that is sealingly engaged with a head gasket 63 so as to provide a seal with the cylinder block 45 around the cylinder bore 59.
  • the cylinder head 43 is formed with a generally central recess 64 which recess is defined by a surface 65 surrounded by the lower cylinder head surface 62.
  • This recess has a generally spherical configuration although it assumes a pent roof type of configuration as may be best seen in Figures 3 and 4.
  • the cylinder head 43 is formed with a pair of forwardly facing exhaust passages 66 each of which extends from the combustion chamber 66 through a valve seat 64 formed by a pressed in insert 69. These exhaust passages 66 terminate in forwardly facing exhaust ports 71 to which the respective exhaust pipes 47 and 48 are affixed in a suitable manner.
  • a pair of exhaust valves 72 each of which has a head portion 73 and a stem portion 74 are slideably supported for reciprocation within the cylinder head 43 by a respective pressed in valve guide 75.
  • the exhaust valves 72 reciprocate within a common plane that is inclined at an acute angle to a plane containing the axis of the cylinder bore 59 and extending in parallel to the axis of a camshaft 114 (main plane).
  • the axes of reciprocation also lie in planes that are parallel to each other and to the cylinder bore axis. This facilitates operation of the valve although they may be slightly inclined if desired.
  • the exhaust valves 72 are urged to their closed positions by means of respective coil compression springs 76 that engage wear plates 77 bearing against the cylinder head 43 and keeper retainer assemblies 78 affixed in a known manner to the upper ends of the exhaust valve stems 74.
  • the exhaust valves 72 are opened in a manner which will be described.
  • the exhaust passages 66 and 67 are disposed at an angle to the main plane containing the cylinder bore axis and thus diverge from a plane perpendicular to this main plane and also passing through the cylinder bore axis. This permits the exhaust pipes 47 and 48 to clear the down tube 26 and also provides a better and less flow resistant path for the entire exhaust system.
  • a spark plug well 81 ( Figure 4) is formed in the cylinder head 43 between the exhaust passages 66 and terminates at a threaded opening 82 in which a spark plug 83 is received.
  • the spark plug 83 is disposed so that its gap lies substantially on the cylinder bore axis.
  • a corresponding well 84 is formed in the cam cover 44 so as to facilitate insertion and removal of the spark plug 83 without removing the cam cover 44.
  • the spark plug 83 is fired by a suitable ignition system.
  • a primary intake passage 85 extends through the opposite side of the cylinder head 43 from the exhaust side already described.
  • the passage 85 extends from an intake port 86 formed in the side of the cylinder head 43 and terminates at a valve seat 87 formed by a pressed in insert.
  • the primary intake passage 85 has a central axis that is generally perpendicular to the aforenoted main plane containing the cylinder bore axes and hence as a relatively short length from its intake port 86 to its valve seat 87.
  • a siamese type secondary intake passage 88 extends from an intake port 89 formed in the intake side of the cylinder head 43 and branches into a pair of passages 91 and 92 each of which terminates at a respective valve seat comprised of a center valve seat 93 and a side valve seat 94.
  • the center of the intake port 89 as extended by a spacer, to be described, is disposed at the same distance from a plane containing the cylinder bore axis and extending perpendicularly to the aforementioned main plane as the port 86, as extended.
  • the carburetors 52 are affixed to these respective intake ports 86 and 89 through the intermediary of respective spacers 95 and 96 which have respective passage ways 97 and 98 that form extensions of the cylinder head intake passages 85 and 88.
  • spacers 95 and 96 which have respective passage ways 97 and 98 that form extensions of the cylinder head intake passages 85 and 88.
  • a central effective line or bisector of the secondary intake passage 88 lies at an acute angle to the perpendicular plane while the portion 92 extends generally perpendicularly to the plane containing the axis of the cylinder bore as aforenoted.
  • the intake passages serving the side valve seats 87 and 94 are relatively short while the passage 91 is somewhat longer. This variation in length can be employed so as to achieve the desired flow pattern in the engine.
  • the carburetor 52 that serves the intake passage 85 is sized and jetted and has a throttle valve (not shown) that functions to control both the low speed and mid range performance of the engine as well as the high speed performance.
  • the throttle valve (not shown) of the carburetor 52 that serves the secondary passage 88 is operated in a staged sequence with the primary carburetor and may only have high speed circuits since this carburetor supplies the fuel air charge only to the engine under high speed operation.
  • Either a staged linkage system or some form of load or speed responsive control (such as a vacuum responsive servo motor) can be employed for operating the throttle valve of the secondary carburetor 52 in this staged sequence.
  • First, second and third poppet type intake valves 99, 101 and 102 have respective head portions 103, 104 and 105 which cooperate with the valve seats 87, 93 and 94 for controlling the flow through them.
  • the intake valves 99 and 102 are side valves and have their respective stem portions 106 and 107 slidable supported in guides, to described, for reciprocation about axes B which are in a common plane disposed at an acute angle to the plane containing the cylinder bore axis which acute angle may be substantially the same as the acute angle of reciprocation of the exhaust valves 72.
  • the center exhaust valve 101 has its stem portion 108 supported for reciprocation about an axis A which is disposed also at an acute angle to the aforenoted plane containing the cylinder bore axis but which acute angle is lesser than the angle of reciprocation B of the valves 99 and 101.
  • the angular disposition of the reciprocal axes A and B is such that these axes intersect a line C which is parallel to the plane containing the cylinder bore axis but which is spaced from the tips of the individual intake valves 99, 101 and 102.
  • the angular configuration of the side valves 99 and 102 relative to the center valve 101 is relatively small. This configuration permits the adjacent area between the intake valves as indicated at "a" in Figure 6 to be relatively smooth and thus provide a smooth combustion chamber configuration that will avoid hot spots and still permit a generally spherical configuration.
  • the axes A and B of reciprocation of the intake valves 101 and 99 and 102 all lie in parallel planes which planes are parallel to the axis of the cylinder bore. This permits ease of operation. However, if desired, these axes may be slightly skewed from parallel planes as is also possible with the exhaust valve 72, as previously noted.
  • the valve guides that slidable support the stems 106, 107 and 108 of the intake valves 99, 102 and 101 are each indicated by the reference numeral 109.
  • Intake valve springs 111 engage bearing plates 112 that bear against the cylinder head 43 and keeper retainer assemblies 113 affixed to the upper ends of the respective valve stems for urging the intake valves 99, 101 and 102 to their closed positions.
  • the intake valves 99, 101 and 102 are operated by means of rocker arm assemblies to be described.
  • the exhaust valves 72 and intake valves 99, 101 and 102 are all operated by means of a single overhead camshaft 114.
  • the camshaft 114 is journaled, in a manner to be described, for rotation about an axis which is offset to the intake side of the cylinder head from the cylinder bore axis. This axis is parallel to the plane aforementioned that contains the axis of the cylinder bore.
  • the camshaft 114 has end bearing surfaces that are journaled in bearing surfaces 115 and 116 ( Figure 2) formed by the cylinder head 43 and corresponding bearing surfaces formed by the cam cover 44.
  • a corresponding bearing surface is partially formed in the cam cover 44 and has its center offset a distance from the cylinder bore axis so as to provide clearance for other components of the cylinder head assembly to be described and specifically one of the rocker arms.
  • the camshaft 114 is driven from the engine crankshaft by means of a drive chain (not shown) and sprocket 118 that is affixed to one end of the camshaft.
  • a pair of exhaust cam lobes 121 are formed at the outer ends of the camshaft 114 adjacent the bearings that engage the cylinder head bearing surfaces 115 and 116. These cam lobes 121 are engaged by follower surfaces 122 of exhaust rocker arms 123. These exhaust rocker arms 123 are journaled on stub rocker arm shafts 124 each of which is supported by a boss 125 formed on the inner surface of the cam cover 44.
  • the outer ends of the rocker arms 123 are provided with taped portions 126 that receive adjusting screws 127 for providing lash adjustment between the exhaust rocker arms 123 and the tips of the stems 74 of the exhaust valves 72 for clearance adjustment.
  • Access openings 128 are provided in the cam cover 44 for facilitating valve adjustment without removal of the cam cover 44. These access openings 128 are normally closed by closure plugs 129 which are affixed in place in a suitable manner.
  • the camshaft 114 is provided with a first intake cam lobe 130 that is disposed between the center bearing surface of the camshaft 114 and the exhaust cam lobe 121 adjacent the bearing surface of the camshaft journaled in the cylinder head bearing surface 115.
  • a pair of intake cam lobes 131 and 132 are disposed between the center bearing surface of the camshaft 114 and the exhaust cam lobe 121 adjacent the cylinder head bearing surface 116.
  • First 133 second, 134 and third 135 rocker arm assemblies are each journaled upon a single intake rocker arm shift 136 which is fixed in lugs formed on the can cover 44. These lugs may be the same lugs as form the bearing surfaces which cooperate with the cylinder head bearing surfaces 115, 116 and 117. The center of these lugs appears in Figures 3 and 4 and is indicated generally by the reference numeral 137.
  • the bearing portion of the intake rocker arm 134 which operates the center intake valve 101, which bearing portion is indicated by the reference numeral 138 has an extended portion 139 which receives and journals the bearing portion 141 of the rocker arm 135. This arrangement provides greater stabilization for the center rocker arm 134 which is important due to its angular configuration, as will be described.
  • the intake valves 99 and 102 reciprocate about respective reciprocal axes B and the intake valve 101 reciprocates about the axis A.
  • the axes A and B intersect at a line C which is parallel to the aforenoted plane containing the cylinder bore axis which point C is spaced from the tips of all of the intake valves.
  • the center intake valve 101 has its tip disposed at a somewhat higher point from the lower cylinder head surface 62 and also spaced outwardly in a horizontal direction a greater distance 12' than the tips of the side intake valves 99 and 102 which valves lie at the distance 11' from the plane and also from the pivotally axes of the respective rocker arms defined by the rocker arm shaft 136.
  • the center intake valve 101 and specifically its axis B is at a perpendicular distance 11 from the rocker arm shaft 136 whereas the axes of reciprocation A of the other intake valves is a perpendicular distance 12 from this axis. This distance 11 is less than the distance 12. These differences in distance permit the smooth combustion chamber configuration previously noted.
  • Each of the rocker arms 133, 134 and 135 is provided with an enlarged taped portion 142 that receives a respective adjusting screw 143 for cooperation with the tip of the actuated valve for lash adjustment.
  • the cam cover 44 is provided with elongated opening 146 for accessing each of the adjusting screws 143 so that the valve adjustment may be made without removing the cam cover.
  • a removal closure plug 147 normally closes the opening 146 and is removed for servicing.
  • the cam cover 44 is affixed to the cylinder head 43 by a plurality of fasteners, most of which are accessible from externally of the cam cover 44.
  • the cam cover 44 is provided with an inwardly extending bosses 148 ( Figures 2 - 4) into which threaded fasteners 149 are received for affixing the cam cover 44 to the cylinder head 43.
  • These fasteners 49 are readily accessible through the service opening 146 when the cover 147 is removed.
  • a corresponding lug 151 is formed on the exterior of the cam cover 44 between the two exhaust rocker arms and is secured to the cylinder head 43 by a threaded fastener 152.
  • Further threaded fasteners indicated by the reference numerals 153 not only serve to hold the cam cover 44 to the cylinder head 43 but also serve to prevent rotation of the rocker arm shaft 136.
  • Other threaded fasteners 154 serve to hold the cam cover 44 to the cylinder head 43 and also serve to prevent rotation of the rocker arm shafts 124.
  • Further threaded fasteners 155 are fastened into the cam cover and serve only the purpose of preventing rotation of the rocker arm shafts 124.
  • the rocker arms 133 and 135 have respective follower portions 156 and 157 that engage the cam lobes 124 and 132, respectively. These rockers arms extend in a generally straight direction substantially perpendicularly to the aforementioned plane from the follower portions 156 and 157 to their adjusting screw ends 142.
  • the rocker arm 134 has a follower portion 158 that engages the cam lobe 131 and which extends generally straight to its end 142 that receives the adjusting screw 143 which line lies at an acute angle to the aforenoted plane containing the cyliner bore axis. This configuration is to clear the lug 137 of the cam cover 44 that provides the center bearing for the camshaft 114. It is bent shape that requires the long bearing surface for this rocker arm 134, as aforenoted.
  • the engine 39 is water cooled and to this end the motorcycle 21 is provided with a radiator (not shown) through which heat is exchanged from the coolant of the engine and the atmosphere in a known manner.
  • a water pump (not shown) is driven by the engine in a suitable manner and circulates water to a coolant jacket 161 ( Figures 3 and 4) that extends in the cylinder block 45 around the cylinder liners 61.
  • the liners 61 are dry liners but it is to be understood that the invention can be utilized in conjunction with wet type liners.
  • the cyliner head 43 is provided with a main coolant jacket, indicated generally by the reference numeral 162 which encircles substantially the intake side of the spark plug well 83, the intake passages 85 and 88, and the outer or intake sides of the exhaust passages 66.
  • This cooling water than exists the cyliner head through a coolant return 164 ( Figure 6) formed in the intake side of the cylinder head adjacent one of the side intake valves, the valve 105 in the illustrated embodiment. This coolant is than returned to the radiator in a suitable manner.
  • auxiliary coolant jacket 167 In order to promote coolant flow in a vertically upward direction through auxiliary coolant jacket 167 there is provided an auxiliary outlet port 171 in the upper surface of the cylinder head which has a counter bored portion 172 to receive an auxiliary outlet fitting 173 ( Figures 4, 7 and 8). A flexible conduit (not shown) returns coolant from this auxiliary cutlet fitting 173 back to the radiator. As a result, there will be good circulation through the auxiliary or sub-cooling jacket 167 and no hot spots will occur.
  • a seal may be provided around the upper end of the spark plug well and specifically the portion thereof formed in the cam cover 44, some moisture may accumulate in this area.
  • a pair of tranverse drains 174 Figure 5 that extend from the wall 81 through the cylinder head for draining water therefrom.
  • An extension tube 175 is pressed into the cylinder head 43 and passes through a cavity 176 in which the chain for driving the camshaft 114 is contained so that the water will drain externally of the head rather than internally of it.
  • the auxiliary coolant jacket 167 has a coolant flow generated through it which extends in a generally vertical direction from the lower cylinder head surface 62 upwardly. In the embodiment as thus far described, this has been achieived by the provision of an auxiliary coolant outlet in the upper portion of the cylinder head 43. In some instances, it may not be desireable to provide this auxiliary outlet in the upper surface and Figure 9 and 10 show another embodiment of the invention wherein the main components of the engine are the same and, for that reason, reference is made to the first embodiment, so far. However, a side auxiliary outlet 201 is formed in an upper portion of the cylinder head side surface 165 between the exhaust ports 66.
  • This outlet 201 is formed with a counter bore 202 that receives a fitting 203 which, in turn, receives a flexible hose (not shown) so as to return coolant to the radiator.
  • a fitting 203 which, in turn, receives a flexible hose (not shown) so as to return coolant to the radiator.
  • FIGS. 11 and 12 show another embodiment, which is generally similar to the previously described embodiment, but wherein the vertical flow is accomplished in a different manner. Since the main portions of the construction are the same, those components have been identified by the same reference numerals.
  • the intake port 168 is extended by a cylindrical extension 251 formed internally in the cylinder head 43 and which extends to a point adjacent an upper wall 252 of auxiliary coolant jacket 167. Hence, coolant will flow upwardly and impenge upon the wall 252 and be redirected downwardly as shown by the arrows in the figure for exist through the passages 169. Hence, the vertical flow is achieved without necessitating an auxiliary outlet in the cylinder head.
  • Figures 13 and 14 show yet another embodiment of the invention that has the same type of flow pattern as Figures 11 and 12 but which does not require the intricate cylinder head casting of that embodiment.
  • an insert pipe 301 is pressed into the port 168 and directs the flow upwardly against the cylinder wall upper surface 252 for redirection as aforenoted. Again, the water exists through the passages 169.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Claims (11)

  1. Circuit de refroidissement pour un moteur multi-soupapes comportant une culasse qui définit en partie une chambre à combustion, une paire de passages d'admission et d'échappement qui s'étendent depuis des sièges de soupape dans ladite culasse et qui mettent en communication la chambre à combustion avec des ouvertures d'orifices respectifs formés dans la surface extérieure même de la culasse, une chemise de refroidissement du corps de cylindre et une chemise de refroidissement de la culasse communiquant l'une et l'autre à travers un moyen de passage de refroidissement, et un orifice de sortie principale du fluide de refroidissement adapté pour faire circuler le fluide de refroidissement depuis la chemise de refroidissement de la culasse jusqu'au radiateur, ladite chemise de refroidissement de la culasse comportant une chemise de refroidissement principale (162) et une chemise de refroidissement auxiliaire (167), l'une et l'autre étant en communication entre elles et avec la chemise de refroidissement du corps de cylindre (161), ladite chemise de refroidissement auxiliaire (167) étant disposée entre ladite paire de passages d'échappement (66) et comportant des moyens pour diriger un flux de fluide de refroidissement dans une direction généralement verticale à travers ladite chemise de refroidissement auxiliaire (167), caractérisé en ce que ladite chemise de refroidissement principale (162) et la chemise de refroidissement auxiliaire (167) de la culasse (43) sont en communication à travers un passage annulaire (169) qui à son tour est en communication avec la chemise de refroidissement du bloc-cylindre (161) au moyen d'orifices d'entrée (163, 168).
  2. Circuit de refroidissement selon la revendication 1, caractérisé en ce que lesdits moyens pour diriger le flux de fluide de refroidissement dans une direction généralement verticale à travers la chemise de refroidissement auxiliaire (167) comportent un orifice d'entrée du fluide de refroidissement (168) formé dans la surface inférieure (62) de la culasse (43), qui communique avec la chemise de refroidissement du bloc-cylindre (161) et qui est disposé entre les passages d'échappement (66) pour alimenter en fluide de refroidissement à partir du dessous, la chemise de refroidissement auxiliare (167) qui s'étend vers le haut entre lesdits passages d'échappement (66).
  3. Circuit de refroidissement selon les revendications 1 ou 2, caractérisé en ce que lesdits moyens pour diriger le flux de fluide de refroidissement dans une direction généralement verticale à travers la chemise de refroidissement auxiliaire (167) comportent en outre un orifice de sortie pour fluide de refroidissement (171, 172, 173) pour décharger celui-ci depuis ladite chemise de refroidissement auxiliaire (167), lesdits orifices pour fluide de refroidissement étant disposés sensiblement opposés à l'orifice d'entrée (168) du fluide de refroidissement disposé sensiblement verticalement au-dessus dudit orifice d'entrée (168) de fluide de refroidissement.
  4. Circuit de refroidissement selon l'une quelconque des revendications précédentes 1 à 3, caractérisé en ce que le passage annulaire (169) qui met en communication les chemises de refroidissement principale et auxiliaire (162, 167) de la culasse (43) se ramifie depuis une section inférieure de la chemise de refroidissement auxiliaire (167) située au-dessous des orifices d'échappement (66) ce qui fait que le flux de fluide de refroidissement introduit à travers l'orifice d'entrée (168) associé à la chemise de refroidissement auxiliaire (167) circule de telle sorte qu'une partie dudit flux de fluide de refroidissement est dirigé depuis l'orifice d'entrée (168) du fluide de refroidissement latéralement vers le passage annulaire (169) alors qu'une autre partie du flux du fluide de refroidissement est dirigée verticalement depuis la partie inférieure de la chemise de refroidissement auxiliaire (167) à travers ladite chemise de refroidissement auxiliaire (167) vers l'orifice de sortie de fluide de refroidissement (171, 172, 173) sensiblement en face, à la partie supérieure de cette chemise.
  5. Circuit de refroidissement selon l'une au moins des revendications précédentes 1 à 4, caractérisé en ce que l'orifice de sortie du fluide de refroidissement (171, 172, 173) de la chemise de refroidissement auxiliaire (167) est formé latéralement à la partie supérieure de la chemise de refroidissement auxiliaire (167) pour s'étendre à travers une paroi latérale de celle-ci vers le côté extérieur de la culasse (43) à travers laquelle s'étendent aussi les orifices d'échappement (66).
  6. Circuit de refroidissement selon l'une au moins des revendications précédentes 1 à 5, caractérisé en ce que l'orifice d'entrée (168) de la chemise de refroidissement auxiliaire (167) s'étend depuis le côté inférieur jusqu'à une surface supérieure de la chemise de refroidissement auxiliaire (167) pour déboucher au sommet de celle-ci.
  7. Circuit de refroidissement selon l'une au moins des revendications précédentes 1 à 6, caractérisé en ce que l'orifice d'entrée (168) du fluide de refroidissement est formé d'un tenant avec la culasse (43).
  8. Circuit de refroidissement selon l'une au moins des revendications précédentes 1 à 7, caractérisé en ce que l'orifice d'entrée (168) du fluide de refroidissement est formé au moins partiellement par une pièce rapportée tubulaire (301) dans la culasse (43).
  9. Circuit de refroidissement selon l'une au moins des revendications précédentes 1 à 8, caractérisé en ce que les passages d'échappement (66) et un évidement de la bougie d'allumage (83) de la culasse (43) sont définis à travers une paroi s'étendant dans une direction généralement verticale qui sépare la chemise de refroidissement principale (162) de la culasse (43) de la partie restante de celle-ci contenant la chemise de refroidissement auxiliaire (167).
  10. Circuit de refroidissement selon la revendication 9, caractérisé en ce que ladite paroi verticale est déportée par rapport à l'axe (D) de l'alésage cylindrique de telle sorte que les passages d'échappement (66) et l'évidement (83) de la bougie d'allumage sont situés sensiblement du même côté de la culasse (43).
  11. Circuit de refroidissement selon les revendications 9 ou 10, caractérisé en ce que ladite paroi verticale comporte une paire de circuits d'évacuation transversaux (174) qui s'étendent depuis l'évidement (83) de la bougie d'allumage à travers la culasse (43) pour drainer l'humidité qui peut s'accumuler dans cette zone.
EP19900122883 1989-11-29 1990-11-29 Circuit de refroidissement pour un moteur multisoupapes Expired - Lifetime EP0430258B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP1309466A JP2749161B2 (ja) 1989-11-29 1989-11-29 Ｓｏｈｃエンジンの動弁装置
JP309466/89 1989-11-29
JP1321157A JP2815066B2 (ja) 1989-12-11 1989-12-11 ４サイクルエンジンの冷却構造
JP321157/89 1989-12-11

Publications (2)

Publication Number Publication Date
EP0430258A1 EP0430258A1 (fr) 1991-06-05
EP0430258B1 true EP0430258B1 (fr) 1993-07-14

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EP19900122883 Expired - Lifetime EP0430258B1 (fr) 1989-11-29 1990-11-29 Circuit de refroidissement pour un moteur multisoupapes

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EP (1) EP0430258B1 (fr)
DE (1) DE69002222T2 (fr)
ES (1) ES2044378T3 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10035239B4 (de) * 2000-07-20 2011-04-21 Daimler Ag Brennkraftmaschine

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3115125A (en) * 1961-09-25 1963-12-24 Charles O Spencer Internal combustion engine cooling system
DE1476397A1 (de) * 1965-01-05 1969-05-29 Motoren Werke Mannheim Ag Wassergekuehlte Brennkraftmaschine
US3377996A (en) * 1965-12-10 1968-04-16 Gen Motors Corp Cylinder head for internal combustion engine
US3818878A (en) * 1973-04-23 1974-06-25 Gen Motors Corp Improved cylinder head cooling
DE2460972C2 (de) * 1974-12-21 1982-07-15 Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen Flüssigkeitsgekühlter Zylinderkopf

Also Published As

Publication number Publication date
ES2044378T3 (es) 1994-01-01
DE69002222D1 (de) 1993-08-19
DE69002222T2 (de) 1993-10-28
EP0430258A1 (fr) 1991-06-05

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