EP0691457A2 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
EP0691457A2
EP0691457A2 EP95114828A EP95114828A EP0691457A2 EP 0691457 A2 EP0691457 A2 EP 0691457A2 EP 95114828 A EP95114828 A EP 95114828A EP 95114828 A EP95114828 A EP 95114828A EP 0691457 A2 EP0691457 A2 EP 0691457A2
Authority
EP
European Patent Office
Prior art keywords
intake
exhaust
cylinder
valve
internal combustion
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.)
Granted
Application number
EP95114828A
Other languages
German (de)
English (en)
Other versions
EP0691457A3 (fr
EP0691457B1 (fr
Inventor
Takaeshi Oyaizu
Masahiko Iikura
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
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Yamaha Motor Co Ltd
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Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP0691457A2 publication Critical patent/EP0691457A2/fr
Publication of EP0691457A3 publication Critical patent/EP0691457A3/fr
Application granted granted Critical
Publication of EP0691457B1 publication Critical patent/EP0691457B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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 of the V type comprising a cylinder block having a pair of cylinder banks disposed in a V bank arrangement with at least one cylinder bore defined in each cylinder bank, a cylinder head attached to each of said cylinder banks and a pair of intake and exhaust camshafts rotatably supported in each of said cylinder heads for actuating a plurality of intake valves and exhaust valves respectively.
  • 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.
  • this objective is performed in that the distance of the axis of the exhaust camshaft from a centre plane containing the cylinder axis of the respective cylinder bank and the axis of the crankshaft is larger than the distance of the respective intake camshaft from said centre plane, said intake camshafts being disposed at the sides of the cylinder heads facing the V space between the cylinder banks.
  • an intermediate shaft is associated with each of said cylinder banks for driving the respective pair of intake and exhaust camshafts, each of said intermediate shafts being rotatably supported around an axis that is parallel to the intake and exhaust camshafts and laterally offset with respect to the centre plane of the respective cylinder bank towards the exhaust side thereof.
  • each of said intermediate shafts is provided with an intermediate gear in mesh with a pair of cam gears affixed to the respective pair of intake and exhaust camshafts.
  • the intermediate gears are in mesh with a common crankshaft output gear for driving both intermediate gears, said crankshaft output gear being driven by a crankshaft gear attached to the crankshaft.
  • the intermediate shafts are connected with the respective pair of intake and exhaust camshafts via driving belts and connected with the crankshaft via another driving belt.
  • a cylinder block having a pair of cylinder banks disposed in a V bank arrangement is shown.
  • the cylinder block defines a plurality of cylinders or liners 6 arranged in a V as seen in the crankshaft direction shown in Fig. 1.
  • a piston 7 is inserted in each cylinder 6 and is connected through a connecting rod 8 with a crankshaft 9 as usual.
  • valve operating mechanism including an intake camshaft 24 and an exhaust camshaft 25 is designed to avoid any obstruction of the inner space in between the V bank by the housing of the cylinder head for each row of cylinders.
  • Figures 1 and 2 which show a front view of a V-type 4-cycle engine similar to those of Figure 3 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.
  • 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 3.
  • 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 4.
  • 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 lower portion, i.e., the valve plates 14a of the side intake valves associated with the intake openings 12a and 12c cross the centre plane C containing the axis of the cylinders 6 of the cylinder bank as well as the axis of the crankshaft 9.
  • 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 5 are formed in a unitary structure respectively establishing a radially connected double structure (exhaust side) or triple structure, (intake side). Accordingly, 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 .
  • 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.
  • 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 129 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.
  • 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.

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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)
EP95114828A 1990-09-04 1991-09-04 Moteur à combustion interne Expired - Lifetime EP0691457B1 (fr)

Applications Claiming Priority (4)

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
JP23526890 1990-09-04
EP91114944A EP0474217B1 (fr) 1990-09-04 1991-09-04 Mécanisme de commande de soupape pour un moteur à combustion interne

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP91114944A Division EP0474217B1 (fr) 1990-09-04 1991-09-04 Mécanisme de commande de soupape pour un moteur à combustion interne
EP91114944.1 Division 1991-09-04

Publications (3)

Publication Number Publication Date
EP0691457A2 true EP0691457A2 (fr) 1996-01-10
EP0691457A3 EP0691457A3 (fr) 1996-03-06
EP0691457B1 EP0691457B1 (fr) 1999-06-30

Family

ID=16983579

Family Applications (2)

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

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP91114944A Expired - Lifetime EP0474217B1 (fr) 1990-09-04 1991-09-04 Mécanisme de commande de soupape pour un moteur à combustion interne

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EP (2) EP0691457B1 (fr)
JP (1) JP2950953B2 (fr)
DE (2) DE69131403T2 (fr)

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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
WO2018091340A1 (fr) 2016-11-16 2018-05-24 Koninklijke Philips N.V. Dispositif de commande et procédé de fonctionnement pour appareils de traitement de l'air

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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
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Also Published As

Publication number Publication date
DE69121030T2 (de) 1996-12-12
EP0691457A3 (fr) 1996-03-06
EP0474217A3 (en) 1992-11-25
EP0691457B1 (fr) 1999-06-30
DE69131403T2 (de) 1999-10-28
JP2950953B2 (ja) 1999-09-20
EP0474217B1 (fr) 1996-07-24
EP0474217A2 (fr) 1992-03-11
JPH04116209A (ja) 1992-04-16
DE69121030D1 (de) 1996-08-29
DE69131403D1 (de) 1999-08-05

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