EP0474217B1 - Mécanisme de commande de soupape pour un moteur à combustion interne - Google Patents

Mécanisme de commande de soupape pour un moteur à combustion interne Download PDF

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Publication number
EP0474217B1
EP0474217B1 EP91114944A EP91114944A EP0474217B1 EP 0474217 B1 EP0474217 B1 EP 0474217B1 EP 91114944 A EP91114944 A EP 91114944A EP 91114944 A EP91114944 A EP 91114944A EP 0474217 B1 EP0474217 B1 EP 0474217B1
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EP
European Patent Office
Prior art keywords
intake
exhaust
valve
valves
cylinder head
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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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EP91114944A
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German (de)
English (en)
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EP0474217A3 (en
EP0474217A2 (fr
Inventor
Takaeshi Oyaizu
Masahiko Iikura
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Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Priority to EP95114828A priority Critical patent/EP0691457B1/fr
Publication of EP0474217A2 publication Critical patent/EP0474217A2/fr
Publication of EP0474217A3 publication Critical patent/EP0474217A3/en
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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
    • 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
    • F01L1/022—Chain drive
    • 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
    • F01L1/024—Belt drive
    • 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
    • F01L1/026—Gear drive
    • 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
    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/143—Tappets; Push rods for use with overhead camshafts
    • 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
    • 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
    • F01L3/10—Connecting springs to valve members
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F02F7/0012—Crankcases of V-engines
    • 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
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • 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
    • F02B2275/18—DOHC [Double 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
    • 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
    • F02F2200/00—Manufacturing
    • F02F2200/06—Casting

Definitions

  • the present invention relates to an internal combustion engine according to the preamble of claim 1.
  • each intake or exhaust valve comprises a valve lifter at the upper end of the valve stem of each of said valves pushed by the lobes of an associated camshaft and a prebiasing valve spring is installed between a valve retainer secured on the upper portion of each valve stem and a valve spring seat which is provided on an internal wall portion of the cylinder head for each of the intake and exhaust valves.
  • Engines such as a 5 valve engine, comprising a larger number of intake valves than of exhaust valves for each cylinder frequently use exhaust valves which, due to their lower number with respect to the intake valves, are designed to be larger in diameter to assure the necessary cross-sections of the exhaust passageways. Accordingly, the mass of such an exhaust valve exceeds those of the intake valve, and exhaust valves heavier than intake valves have been employed in many cases. Moreover, the valve lift of the exhaust valves has been set to be larger than those of the intake valves.
  • the prebiasing valve spring for the exhaust valve requires a larger diameter and a greater spring constant in order to urge the heavier exhaust valve into its closing position without any malfunction and the length of the valve spring needs to be larger than those of the intake valve springs enabling the valve lift of the exhaust valves to be increased. Said increased length adds to considerably increase the total height of the engine.
  • a restraint engine height requires the valve spring seat of the exhaust valve to be lowered to maintain the necessary valve lift.
  • a lowered valve spring seat normally consumes some space required for the cooling arrangement of the cylinder head, specifically for the cooling jacket at the exhaust side close to the exhaust gas discharge passageway.
  • lowering the position of the valve spring seat on the exhaust side results in a smaller cooling jacket at that area and reduced cooling efficiency. Otherwise, the valve lift of the exhaust valve would be insufficient.
  • the camshaft drive mechanism including an intermediate gear, intermediate sprocket or intermediate pulley (depending on the type of transmission being used for driving the camshaft from the crankshaft) should not unnecessarily restrict the space inside of the V-bank for disposing and servicing auxilliaries disposed therein. Accordingly, components of said camshaft drive transmission or casings thereof should not protrude into said space between the two banks of a V-type internal combustion engine.
  • Us 4 615 309 shows an internal combustion engine of the type as mentioned at the beginning, which comprises three intake valves and two exhaust valves actuated by an exhaust camshaft and an intake camshaft, respectively.
  • Valve lifters are slidably received in the cylinder head and valve springs are provided for biasing the valves towards their closing positions.
  • Valve spring retainers are disposed at a lower end of the valve lifters with the springs retained outside the valve lifters at the lower end thereof. In order to allow sufficient stroke of the valves, the spring seats are disposed quite low so there are problems with the coolant jacket as the available space for the cooling jacket is considerably reduced.
  • this objective is performed in that the valve spring retainers of the exhaust valves together with the upper end of the associated exhaust valve springs are accommodated inside the exhaust valve lifters, respectively, and the distance between the exhaust spring seats and the exhaust openings formed in a lower surface of the cylinder head is greater than the distance between the intake springs seats and respective intake openings.
  • the space available for the cooling jacket on the exhaust side of the cylinder head is considerably increased compared with the intake side.
  • a high cooling efficiency for the exhaust valves which are subject to higher temperature loads is thereby assured.
  • the bucket structure of the exhaust valve spring arrangement with the exhaust valve spring retainer and the upper end of the associated exhaust valve spring accommodated inside the exhaust valve lifter permits sufficient valve lifts for the exhaust valves without increasing the total height of the cylinder head.
  • the outer diameters of the valve springs of the intake valves are set to substantially correspond to the outer diameter of the associated intake valve lifters resulting in that the upper end of each intake valve urging spring is positioned substantially close to the lower end of the related intake valve lifter avoiding any further radial space exceeding that determined by the diameter of the intake valve springs to be required.
  • this prescription setting of the outer diameters of the intake valve spring and the intake valve lifter to be substantially equal to each other covers both setting both diameters to sizes with which both members will interfere with each other and to set both diameters to sizes wherein in a press fit engagement leafs no gap sufficient for relative movements between the top end of the valve spring and the valve lifter, in case where the valve biasing spring is designed to be inserted protectingly into the intake valve lifter retained by the associated valve spring retainer.
  • the valve operating mechanism comprises a so-called double-stack structure for the intake valve side in which the upper end of the prebiasing valve spring for each intake valve is positioned adjacent to the lower end of the associated valve lifter.
  • a so-called bucket structure is employed for the exhaust valves in which the upper end portion of the exhaust valve spring is respectively inserted into the exhaust valve lifter.
  • the length of the valve spring for each of the exhaust valves can be designed relatively longer resulting in an increased valve lift and improving the exhaust efficiency despite the number of the exhaust valves being lower than the number of the intake valves, and the total height of the engine can be limited.
  • the space within a V-bank of such a type of engine can be enlarged and spaces for disposing and servicing the auxiliaries is sufficiently obtained.
  • the cam operating mechanism according to the present invention may include those through gear trains, timing belts or timing chains. Therefore, the camshaft drive wheel is fixed to the exhaust and intake camshaft, respectively, also includes a cam gear, a cam sprocket or a cam pulley depending on the type of the transmission selected.
  • the intermediate chain wheel transmitting the rotational movement of the crankshaft to the camshafts can be designed from an intermediate gear, an intermediate sprocket or an intermediate pulley adapted to the type of the drive train.
  • the intermediate chain wheel is disposed laterally offset from a centre plane, containing the axes of the cylinders of one cylinder row and the crankshaft axis, toward the exhaust side.
  • the distance of the axis of the exhaust camshaft is larger than the distance of the axis of the intake camshaft from said plane. In this way obstruction of the inner V-space between the cylinder banks of a V-type engine by casing portion can be prevented and receiving as well as accomodating auxiliaries such as an alternator, can be facilitated.
  • the methods for driving the camshaft with the intermediate chain wheel include one in which the intermediate gear is in mesh with both the intake and exhaust cam gears, one in which the intermediate sprocket is connected with both or one of the intake and exhaust cam sprockets through a chain, one in which the intermediate pulley is connected with both or one of intake and exhaust cam pulleys through a belt and various other ones.
  • V-type four-cycle internal combustion engine comprising five valves for each cylinder, specifically the cylinder head portion thereof to which an embodiment of the present invention is applied, is explained referring to the accompanying drawings.
  • the basic structure of the engine is explained referring to Figure 1.
  • a cylinder block 2 is shown connected to a crankcase 3 at its lower end face and comprising a pair of left and right clyinder heads 4 having head covers 5 stuck and fastened on its upper face.
  • the cylinder block 2 defines a plurality of cylinders or liners 6 arranged in V-shape as seen in the crankshaft direction shown in Figure 1.
  • a piston is inserted in each cylinder 6 and is connected through a connecting rod 8 with the crankshaft 9 as usual.
  • the cylinder head 4 of each clyinder bank of the V-type engine is of a bisectional structure composed of an upper head 11 and a lower head 10, respectively.
  • the lower head 10 defines combustion cavities 12 which, in turn, form a combustion chamber for each cylinder 6 defined by the front face of the respective piston 7 slidably received therein.
  • the combustion cavity 12 of the respective cylinder 6 comprises three intake openings 12a, 12b and 12c as well as two exhaust openings 12d and 12e arranged along the periphery of the combustion cavity 12 whereas its centre portion is formed with an inserting hole 12i adapted to accommodate a usual ignition plug therein.
  • the exhaust openings 12d and 12e are lead out to the outside wall 10b of the cylinder head 4 extending along the side periphery of the V-shaped cylinder bank by means of exhaust passages 13d and 13e.
  • the intake openings 12a, 12b and 12c are lead out to a wall 10a of the cylinder head 4 located at the inner side of the V-shaped cylinder bank by means of intake passages 13a, 13b and 13c which joint with one another through an extension portion 11c extending through and upward of the upper head 11.
  • the junction area 13f is shaped to be elliptical with its major diameter oriented in parallel to the crankshaft axis.
  • a mounting hole 11d for receiving a fuel injection valve 30 is provided to extend through a portion of the central intake passage 13b.
  • a slide valve 39 for opening and closing the junction portion 13f is disposed in the extension portion 11c of the intake passages and an air horn 40 is connected to that extension portion 11c.
  • a cover 41 is provided in order to prevent dust or the like from entering into the air horn 40 .
  • a coolant jacket for circulating cooling water from the cylinder block through the cylinder head is shown to be provided in the lower head 10.
  • the cooling water jacket and internal structure of the cylinder head is designed to cover the combustion cavity 12.
  • This cooling water jacket is composed of a water jacket 31a at the intake side ranging from the portion of the intake passages 13a, 13b and 13c to the side of the inside wall 10a of the lower head 10 another cooling jacket 31b disposed at the exhaust side ranging from the portion of the exhaust passages 13d and 13e to the outer side wall 10b of the lower head 10, and of a central cooling jacket 31c substantially extending between the intake passages 13a, 13b, 13c and the exhaust passgages 13d and 13e.
  • the design and disposal of the different sections 31a, 31b, 31c of the water jacket arrangement are clearly shown in Figure 2.
  • Communicating holes 31e are drilled to communicate the upper portions of both the central cooling jackt 31c and the intake valve cooling jacket 31a and extend laterally offset from the intake passages 13a and 13c, respectively.
  • the cooling water of the coolant circuit flows from the cooling water jacket of the cylinder block 2 (not shown) into the cooling jacet 31b at the exhaust side of the cylinder head 4, and subsequentially it flows through the central jacket 31c and into the cooling jacket 31a disposed at the intake side of the cylinder head 4. From the intake side jacket 31a the water is circulated to be discharged through the drain outlet 31d. At the begining of each coolant circulation any air present at the top portion of the central jacket 31c is discharged to the cooling jacket 31a at the intake side through said communicating holes 31e.
  • the intake and exhaust valves 14, 15 each comprising valve stems 14b, 15b with valve plates 14a, 15a at their lower end portion adapted to open or close the intake openings 12a, 12b, 12c and exhaust openings 12d and 12e, respectively.
  • the upper end portion of the valve stems 14b, 15b of the intake and exhaust valves 14, 15 is disposed in guide holes 11a, 11b, defined in the upper head 11.
  • These guide holes 11a and 11b as shown in greater detail in Figure 3 are formed in a unitary structure respectively establishing a radially connected double structure (exhaust side) or triple structure, (intake side).
  • the diameters of said guide holes 11a, 11b are sufficiently large to eliminate any boundary wall portion between adjacent guide holes 11a, 11b at the intake or exhaust sides.
  • cast intake and exhaust inserts 16, 17 form liners for said guide holes 11a, 11b as a reinforcement structure, preferably made of a material different from the material of the cylinder head to provide increased strength of said inserts 16, 17.
  • said intake and exhaust inserts 16 and 17 form slide holes to slidably receive intake and exhaust lifters 18, 19, respectively which are of a bottomed cylinder shape wherein the upper end of each valve stem 14b, 15b is engaged with the respective inside bottom portion of the intake and exhaust lifters 18, 19 through a pad, respectively.
  • each valve stem 14b and 15b Near to the upper end of each valve stem 14b and 15b is installed a spring retainer 20, 21 adapted to retain the urging springs 22, 23 of the intake and exhaust valves 14, 15, respectively.
  • Both valve urging springs 22 and 23 of the intake and exhaust valves 14, 15, respectively are of a concentric double structure and extend between the retainers 20 and 21 and the associated valve seats 12g and 12h, formed on the lower head 10 of the cylinder head 4, respectively.
  • said valve springs 22 and 23 the intake and exhaust valves 14, 15 are kept urged in a direction for closing the intake and exhaust openings.
  • the intake valves 14 and the exhaust valves 15 of each row of the V-type engine are operated by an intake camshaft 24 and an exhaust camshaft 25, respectively, which establish rotating contact with each intake lifter 18 and each exhaust lifter 19.
  • Bearing portions, formed on the upper head 11 and cam caps fastened through bolts form bearings for both camshafts 24, 25.
  • the intake valve 14 and exhaust valve 15 are moved downwardly by pushing down the intake lifter 18 and exhaust lifter 19 through the related cam lobes of the camshafts 24 and 25, respectively.
  • the outer diameter of the valve spring 22 of the intake valve is set to substantially correspond to the outer diameter of the associated intake lifter 18 and that of the valve spring retainer 20, the position of which is set such that it is disposed adjacent to the lower end of the intake valve lifter 18 so that the upper end of the intake valve spring 22 is positioned substantially at the lower end of the intake lifter 18.
  • the spring seat 12g of the intake valve spring 22 is provided at a correspondingly appropriate position of the internal structure of the lower head 10 of the cylinder head 4. Due to the afore-mentioned arrangement the valve operating mechanism at the intake valve side comprises a structure wherein the valve spring 22 of the intake valve 14 exhibits a double-stacked arrangement on the intake lifter 18.
  • the outer diameter of the valve spring 23 of each of the exhaust valves 15 and the corresponding outer diameter of the associated valve spring retainer 21 are set to be somewhat smaller than the inner diameter of the exhaust lifter 17 which, as the intake lifter 18 is of a downwardly opening bottomed cylindrical structure.
  • the height positions of the valve spring retainer 21 of the exhaust valve 15 and the spring seat 12h provided on an internal wall of the lower head 10 of the cylinder head 4 are set such that an upper end portion of the valve spring 23 prebiasing the respective exhaust valve 14 in its closing position projects into the exhaust lifter 17.
  • the valve operating system at the exhaust camshaft side is of a so-called bucket structure in which the upper portion of the valve spring 23 of the exhaust valve is covered by the related exhaust lifter 19 forming a reception space for the upper end of the valve spring 23.
  • the distance L2 from the axis of the exhaust camshaft 25 to the spring seat 12h of the exhaust valve spring 23 is set to be smaller than the distance L1 from the intake camshaft 24 to the associated valve seat 12g of the intake valve springs 22. Consequently, the distance L2' between the exhaust valve spring seat 12h and the valve seat is said to be larger than the corresponding distance L1' on the intake side while the distance of each axis of the intake and exhaust camshafts 24, 25 to the associated valve seat equals to one another.
  • the number of the Intake valves 14 exceeds those of the exhaust valves 15 (two) leading to an increased diameter of the exhaust valve (15) in order to assure the necessary cross section of the exhaust opening area.
  • the valve lift of the exhaust valves 15 is said to be larger than those of intake valves 14.
  • stronger exhaust valve springs 23 have to be used implying a greater spring constant and a greater length of the exhaust valve spring 23 compared with the intake valve spring 22.
  • the fear of a higher position of the exhaust camshaft 25 and, consequently, a greater total engine height in result of the structure of disposing the exhaust lifter 19 and the exhaust valve spring 23 is overcome by the upper valve spring receipt structure for the exhaust valve 15.
  • the alternative can be avoided namely to conventionally restrain an increased height of the engine by lowering the valve seats of the exhaust valves in order to provide sufficient space to accommodate the stronger valve springs, which would lead to the detrimental consequence of an insufficient cooling efficiency for the exhaust side of the cylinder head as the seize of the water cooling jacket 31b at the exhaust side would be diminished.
  • valve seat 12h for the exhaust valve spring 23 A relatively high portion of the valve seat 12h for the exhaust valve spring 23 can be assured by means of employing a so-called bucket structure for the exhaust valve side for enabling the distance L2 between the axis of the exhaust camshaft 25 and the associated valve spring seat 12h of the exhaust valves 15 to be reduced but the distance L2' on the exhaust side between the exhaust opening 12e, 12d and the valve spring seat 12h to be increased, meeting the objectives of low engine height and unaffected cooling efficiency.
  • valve spring retainer 20 is disposed close to the lower rim portion of the associated valve lifter 18 in order to keep the necessary diameter of the three closely neighboured valve lifters 18 for the three intake valves 14 in this embodiment to be as low as possible enabling the intake lifters 18 to be disposed without any difficulties providing sufficient space for the insert 16 in the cylinder head without weakening the intrevening area between the bores lined by said insert 16.
  • the cylinder head is made from a light metal alloy, such as aluminium alloy, this problem becomes important.
  • the distance L1 between the axis of the intake cam shift 24 and the associated intake valve spring seat 12g can exceed the corresponding distance L2 on the exhaust side, such a design facilitating the disposal of the intake valve springs 22 is not obligatory but both distances L1 and L2 on the intake and exhaust sides could also be equal to each other.
  • the length of the valve springs 23 for the exhaust valve 15 can be further increased and the cooling capabilities of the exhaust side cooling jacket 31b can be improved by increasing the size thereof.
  • the cooling jacket formed in the clyinder head 4 comprises two side jackets 31a, 31b at the intake and exhaust sides of the lower head 10 of the cylinder head 4 as well as central cooling jacket 31c.
  • the exhaust spring seat 12h formed by an integral wall portion of the lower head 10 of cylinder head 4 is more remote from a lower surface 10a of the cylinder head 4 meeting with the clyinder block 2.
  • the volume of the exhaust side cooling jacket 31b may even exceed that of the intake side cooling jacket 31a. Nevertheless, the axis of rotation of intake and exhaust camshafts 24, 25 lie at approximately the same distance above the lower surface 10c of the cylyinder head 4.
  • the bearing structure for reciprocatingly supporting the valves include inserts or liners 16, 17, received preferably as integral structure in an opening of the cylinder head, said inserts 16, 17 for receiprocatingly supporting the associated lifters 18, 19 of the intake and exhaust valves 14, 15 not only comprising a plurality of bores engaged by the associated lifters of the intake or exhaust valves 14, 15 but they are also made of a material different from those of the cast cylinder head 4.
  • valve lifters 18, 19 a very strong and reinforced supporting structure is obtained for the valve lifters 18, 19 and multiple valves can be employed on the intake or exhaust side without facing problems of assuring a sufficient strength of the material between adjacent valve lifters at the intake or exhaust side.
  • an improved cylinder head arrangement can be obtained facilitating the use of multiple lifters positioned close to each other, but supported by a strengthened reception structure.
  • FIGS 4 and 5 show a front view of a V-type 4-cycle engine similar to those of Figure 1, it is indicated that the distance A of an axis 24a of the intake camshaft 24 from a centre plane C containing the axis of the cylinders of the clyinder bank as well as the axis of a crankshaft 9, is said to be smaller than the distance B of the axis 25a of the exhaust camshaft 25 from said plane (c).
  • an intermediate chain wheel of the camshaft drive system such as the intermediate gear 35 adapted to a mesh with a pair of cam gears 24b, 25b affixed to the respective intake and exhaust camshafts 24, 25 is rotatably supported through the cylinder head laterally offset by an amount D from said centre plane C in order to avoid housing portions of the cylinder head to protrude into the V-space adapted to dispose auxiliaries, such as an alternator 54 therein.
  • auxiliaries such as an alternator 54 therein.
  • valve drive system comprises a gear drive arrangement to drive both the intake and exhaust cam gears 24b, 25b from the intermediate gear 35 disposed on an intermediate gear shaft 35a, which in turn, is driven from another gear wheel drive structure including a crankshaft output gear.
  • valve operating mechanism and the camshaft drive chain may also not only include gear trains but can also be performed by timing belts or timing chains providing associated transmission elements such as cam sprockets or cam pulleys on the camshafts and using an intermediate sprocket or an intermediate pulley instead of the intermediate gear 35.
  • the accomodating space within the V-shape of the engine for servicing or disposing auxiliaries such as the alternator 54 can be assured contributing to also limit the engine height.

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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)

Claims (9)

  1. Moteur à combustion interne comprenant une culasse (4) supportant plus de deux soupapes d'admission (14) et une pluralité de soupapes d'échappement (15) par cylindre, une chemise de refroidissement de culasse (31a, 31b 31c) comprenant au moins une chemise de refroidissement centrale pour faire circuler un agent de refroidissement dans ladite culasse (4), un couple d'arbres à came d'admission et d'échappement (24, 25) contre des lèves-soupapes d'admission et d'échappement (18, 19) disposés à l'extrémité des tiges de soupape (14a, 15b) des soupapes d'admission et d'échappement (14, 15), et des ressorts de soupape (22, 23) pour presser les soupapes d'admission et d'échappement vers leurs positions de fermeture de soupape, lesdits ressorts de soupape s'étendant entre des sièges de ressort (12g, 12h) des soupapes d'admission et d'échappement prévus sur la culasse, et les organes de maintien du ressort de soupape d'admission et d'échappement (20, 21) associés, respectivement fixés aux tiges de soupape d'admission et d'échappement, les organes de maintien de ressort de soupape (20) des soupapes d'admission (14) étant disposés à proximité d'une extrémité inférieure des lève-soupapes d'admission (18) associés, tandis que l'extrémité supérieure des ressorts de soupape d'admission (22) est maintenue à l'extérieur des lève-soupapes d'admission (18), au niveau de leur extrémité inférieure, caractérisé en ce que les organes de maintien de ressort de soupape (21) des soupapes d'échappement (15), conjointement avec l'extrémité supérieure des ressorts de soupape d'échappement (23) associés, sont, respectivement, logés dans les lève-soupape d'échappement (19), et la distance (L2') entre les sièges de ressort d'échappement (12h) et les ouvertures d'échappement (12e), formées dans une surface inférieure (10a) de la culasse (4), est supérieure à la distance (L1') entre les sièges de ressort d'admission (12g) et les ouvertures d'admission (12) respectives.
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que les soupapes d'échappement (15) ont un diamètre supérieur à celui des soupapes d'admission (14), en ce que les lève-soupapes (18, 19) des soupapes d'admission et d'échappement (14, 15) forment des cylindres donc le fond s'ouvre vers le bas, et en ce que les lève-soupapes (19) cylindriques, ayant un fond, des soupapes d'échappement (15) ont un diamètre supérieur à celui des lève-soupapes (18) cylindriques, ayant un fond, des soupapes d'admission (14).
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que les diamètres extérieurs du ressort de soupape d'admission (22) et du lève-soupape (18) associé correspondent sensiblement l'un à l'autre.
  4. Moteur à combustion interne selon au moins l'une des revendications 1 à 3 précédentes, caractérisé en ce que la distance (L2) entre l'axe de l'arbre à cames de commande des soupapes d'échappement (25) et les sièges de ressort (12L) formés au niveau d'une tête inférieure (10) de la culasse (4) est inférieure ou égale à la distance (L1) entre l'axe de l'arbre à cames de commande des soupapes d'admission (24) et les sièges de ressort (12g) des soupapes d'admission (14).
  5. Moteur à combustion interne selon au moins l'une des revendications 1 à 4 précédentes, caractérisé en ce que la chemise de refroidissement de culasse (31a, 31b, 31c) comprend en outre des chemises de refroidissement (31a, 31b) latérales des côtés admission et échappement de la culasse.
  6. Moteur à combustion interne selon au moins l'une des revendications 1 à 5 précédentes, caractérisé en ce que les longueurs des tiges des soupapes d'admission et d'échappement (24, 25) sont sensiblement égales entre elles.
  7. Moteur à combustion interne selon au moins l'une des revendications 1 à à précédentes, caractérisé en ce que les axes de rotation des arbres à cames d'admission et d'échappement (24, 25) sont disposés à peu près à la même distance de la surface inférieure (10a) de la culasse (4), les arbres à came d'admission et d'échappement (24, 25) tant disposés à peu près à la même hauteur par rapport au bloc cylindre (2).
  8. Moteur à combustion interne selon au moins l'une des revendications 1 à 7 précédentes, caractérisé en ce que les axes de rotation de l'arbre dudit arbre à cames d'admission et dudit arbre à cames d'échappement s'étendent parallèlement entre eux, les deux arbres à came étant entraînés par un arbre intermédiaire commun monté sur ladite culasse pour tourner autour d'un troisième axe, la distance B de l'axe (25a) de l'arbre à cames d'échappement (25) à un plan central (C) parallèle, contenant les axes des cylindres ainsi qu'un axe de vilebrequin, est supérieure à une distance A) de l'axe (24a) de l'arbre à cames d'admission (24) audit plan (C) et en ce que ledit troisième axe (35b) de l'arbre intermédiaire (35a) est décalé latéralement dudit plan (C), d'une distance (D) correspondante vers le côté échappement de la culasse (4)
  9. Moteur à combustion interne selon la revendication 8, caractérisé par un couple de rangées de cylindre disposés en forme de V, dans lequel l'arbre à cames d'admission (24) est disposé tourné vers l'espace en V, entre les deux rangées de cylindre, tandis que l'arbre à cames d'échappement (25) est disposé le long de la partie extérieure de la culasse (4) journée vers l'extérieur.
EP91114944A 1990-09-04 1991-09-04 Mécanisme de commande de soupape pour un moteur à combustion interne Expired - Lifetime EP0474217B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP95114828A EP0691457B1 (fr) 1990-09-04 1991-09-04 Moteur à combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP235268/90 1990-09-04
JP2235268A JP2950953B2 (ja) 1990-09-04 1990-09-04 ４サイクルエンジンの動弁装置

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP95114828.7 Division-Into 1991-09-04
EP95114828A Division EP0691457B1 (fr) 1990-09-04 1991-09-04 Moteur à combustion interne

Publications (3)

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EP0474217A2 EP0474217A2 (fr) 1992-03-11
EP0474217A3 EP0474217A3 (en) 1992-11-25
EP0474217B1 true EP0474217B1 (fr) 1996-07-24

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EP91114944A Expired - Lifetime EP0474217B1 (fr) 1990-09-04 1991-09-04 Mécanisme de commande de soupape pour un moteur à combustion interne
EP95114828A Expired - Lifetime EP0691457B1 (fr) 1990-09-04 1991-09-04 Moteur à combustion interne

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EP (2) EP0474217B1 (fr)
JP (1) JP2950953B2 (fr)
DE (2) DE69131403T2 (fr)

Families Citing this family (4)

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JP3360224B2 (ja) * 1993-12-28 2002-12-24 ヤマハ発動機株式会社 ４サイクルエンジン
US5685265A (en) * 1993-12-28 1997-11-11 Yamaha Hatsudoki Kabushiki Kaisha Multi valve engine
DE102005048561A1 (de) * 2005-10-11 2007-04-12 Bayerische Motoren Werke Ag Zylinderkopf für eine Brennkraftmaschine
US11002459B2 (en) 2016-11-16 2021-05-11 Koninklijke Philips N.V. Control device and operating method for air treatment apparatuses

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US2804862A (en) * 1952-07-09 1957-09-03 Daimler Benz Ag Internal combustion engine
GB2058919A (en) * 1979-09-10 1981-04-15 Honda Motor Co Ltd Internal combustion engine
US4637357A (en) * 1985-04-29 1987-01-20 Yamaha Hatsudoki Kabushiki Kaisha Tappet arrangement for engine valve train
US4838219A (en) * 1986-11-13 1989-06-13 Feuling James J Curved intake duct having improved flow characteristics

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JPS5974312A (ja) * 1982-10-20 1984-04-26 Honda Motor Co Ltd Ｖ型エンジンの動弁装置
JPS5985405A (ja) * 1982-11-04 1984-05-17 Honda Motor Co Ltd Ｖ型多気筒４サイクルエンジンの弁カム軸駆動装置
JPS60216012A (ja) * 1984-04-11 1985-10-29 Yamaha Motor Co Ltd 内燃機関の動弁装置
US4592314A (en) * 1985-04-18 1986-06-03 Yamaha Hatsudoki Kabushiki Kaisha Valve actuating mechanism for internal combustion engine
JPH073167B2 (ja) * 1985-11-01 1995-01-18 ヤマハ発動機株式会社 ４サイクルエンジンのカム軸駆動装置
US4745887A (en) * 1986-03-18 1988-05-24 Honda Giken Kogyo Kabushiki Kaisha Engine provided with cooling device in motorcycle
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JPH02123207A (ja) * 1988-10-31 1990-05-10 Yamaha Motor Co Ltd ４サイクルエンジンの動弁装置
JP2960942B2 (ja) * 1990-01-23 1999-10-12 ヤマハ発動機株式会社 ４サイクルエンジンの動弁装置
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US2804862A (en) * 1952-07-09 1957-09-03 Daimler Benz Ag Internal combustion engine
GB2058919A (en) * 1979-09-10 1981-04-15 Honda Motor Co Ltd Internal combustion engine
US4637357A (en) * 1985-04-29 1987-01-20 Yamaha Hatsudoki Kabushiki Kaisha Tappet arrangement for engine valve train
US4838219A (en) * 1986-11-13 1989-06-13 Feuling James J Curved intake duct having improved flow characteristics

Also Published As

Publication number Publication date
DE69121030D1 (de) 1996-08-29
JP2950953B2 (ja) 1999-09-20
DE69131403T2 (de) 1999-10-28
JPH04116209A (ja) 1992-04-16
DE69131403D1 (de) 1999-08-05
EP0474217A3 (en) 1992-11-25
EP0691457A3 (fr) 1996-03-06
EP0691457A2 (fr) 1996-01-10
EP0691457B1 (fr) 1999-06-30
EP0474217A2 (fr) 1992-03-11
DE69121030T2 (de) 1996-12-12

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