EP1092848B1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
EP1092848B1
EP1092848B1 EP20000122164 EP00122164A EP1092848B1 EP 1092848 B1 EP1092848 B1 EP 1092848B1 EP 20000122164 EP20000122164 EP 20000122164 EP 00122164 A EP00122164 A EP 00122164A EP 1092848 B1 EP1092848 B1 EP 1092848B1
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EP
European Patent Office
Prior art keywords
axis
crankshaft
cylinder
piston
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.)
Expired - Lifetime
Application number
EP20000122164
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German (de)
English (en)
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EP1092848A2 (fr
EP1092848A3 (fr
Inventor
Eiichiro Tsujii
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 Marine Co Ltd
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Yamaha Marine Co Ltd
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Publication date
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Publication of EP1092848A3 publication Critical patent/EP1092848A3/fr
Application granted granted Critical
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Classifications

    • 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
    • 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
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F02B61/045—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for marine engines
    • 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
    • F02F7/0019—Cylinders and crankshaft not in one plane (deaxation)
    • 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
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2201/00—Metals
    • F05C2201/02—Light metals
    • F05C2201/021—Aluminium

Definitions

  • This invention relates to an internal combustion engine, in particular a reciprocating type of internal combustion engine according to the preamble part of independent claim 1.
  • the above method has problems: Since the engine as a whole is displaced with respect to the drive shaft by the use of gears, the weight of the engine increases. Moreover, since the rotating direction of the engine is changed by the use of gears, the engine must be modified to cope with the reverse rotation as by providing gears also on the rotating components side. Furthermore, since the entire engine is displaced, the center of gravity is also displaced and the problem of vibration is aggravated.
  • FIG. 1 is a side view of a four-stroke cycle engine in which the invention is embodied and which is installed in an outboard motor as an example.
  • the outboard motor 1 is provided with a clamp bracket 3 removably attached to a rear part of a hull 2, a swivel bracket 6 supported for up and down swinging about a tilt shaft 5 on the clamp bracket 3, and a propulsion unit 7 supported for horizontal swiveling on the swivel bracket 6.
  • the propulsion unit 7 has an upper case 9 supported for rotation with the swivel bracket 6, and a lower case 10 attached to the lower part of the upper case 9.
  • the upper and lower cases 9 and 10 constitute a single casing as a whole.
  • a propeller 11 is attached to the lower case 10.
  • a bottom cowling 12 is attached to the top of the upper case 9.
  • a top cowling 13 is removably attached to the bottom cowling 12.
  • An engine 14 is mounted on the upper case 9.
  • the engine 14 is, for example, of the single cylinder, overhead valve, four-stroke cycle type.
  • An engine body comprises; a head cover 15, a cylinder head 16, a cylinder body 17, and a crankcase 19 serving also as an oil pan.
  • a cylinder 20 and a piston 21 are disposed horizontally, and a crankshaft 22 is disposed vertically.
  • the cylinder head 16 is provided with an intake valve 23, an exhaust valve 24, and an exhaust port 25.
  • a recoil starter 26 is attached to the top of the crankshaft 22.
  • the numeral 18 denotes a drive shaft connected to the crankshaft 22, and the numeral 27 denotes a fuel tank disposed in front of the cylinder body 17.
  • FIG. 2(A) shows a cross section of the swivel bracket 6 and its vicinity in FIG. 1.
  • FIG. 2(B) shows the cross section B-B in FIG. 2(A).
  • An upper tube 8 for supporting the engine 14 is formed in tubular shape with an internal exhaust passage 8a. In the exhaust passage 8a are disposed; the drive shaft 18, a shift rod 62, and a cooling water pipe 61 in the vertical direction.
  • An oil pan connecting portion 8b flaring like a dish is formed in the upper part of the upper tube 8.
  • a small diameter tubular portion 8c is formed in the lower part of the upper tube 8.
  • the swivel bracket 6 is formed in tubular shape and its inside circumference is formed with support flanges 6a extending horizontally in two, upper and lower positions.
  • mounts 28 made of an elastic material such as rubber are disposed between the tubular portion 8c of the upper tube 8 and the support flanges 6a of the swivel bracket 6 in two, upper and lower positions.
  • a full pivot type of outboard motor is constituted in which the upper tube 8 is supported for 360 degree rotation on the swivel bracket 6 through the mounts 28.
  • a bush 28a is interposed between the upper tube 8 and the mounts 28.
  • FIG. 3 is a cross-sectional view as seen in the direction of arrows X-X in FIG. 1. Incidentally, the same parts are provided with the same reference numerals and their explanations are sometimes omitted in the following description.
  • the crankshaft 22 is provided with a crank pin 29 and counterweights 30.
  • the crank pin 29 is connected through a connecting rod 31 to the piston 21.
  • a camshaft 32 is disposed in the cylinder body 17 parallel to the crankshaft 22 so that the rotation of the crankshaft 22 is transmitted to the camshaft 32 through gears 33 and 34.
  • a carburetor 43 and an ignition plug 44 is shown in the drawing.
  • a valve drive chamber 35 is formed in the cylinder head 16 and the head cover 15.
  • the exhaust valve 24 (also the intake valve 23) extends through the cylinder head 16 into the valve drive chamber 35 and comes into contact with one end of a rocker arm 39 through a valve spring 36 and a retainer 37.
  • a lifter 40 is slidably disposed in the cylinder body 17. One end of the lifter 40 is in contact with a cam of the camshaft 32. The other end of the lifter 40 is in contact with the other end of the rocker arm 39 through a push rod 41.
  • the plunger of a fuel pump 42 is also in contact with the cam of the camshaft 32.
  • FIG. 4 shows a cross section of an essential part of FIG. 3 in a larger scale.
  • One end of the connecting rod 31 is rotatably connected to the crank pin 29 using bolts 46.
  • the other end of the connecting rod 31 is connected to the piston 21 through a piston pin 45.
  • an axis L2 of the cylinder 20 is displaced by a distance D1 in the direction opposite the direction of the lateral component Fs of the thrust acting on the piston 21 with respect to a line L1 that is parallel to the cylinder 20 and passes the axis of the crankshaft 22.
  • the axis of the piston pin 45 is displaced by a distance D2 in the direction of the lateral component of the thrust with respect to the axis L2 of the cylinder 20.
  • the engine is made compact without increasing the weight and without changing the direction of rotation.
  • the crankshaft 22 made of a heavy, iron-based material is not displaced, the amount of displacement of center of gravity is held small, so that the amount of vibration is held to a minimum.
  • FIG. 4 shows the state of the piston 21 at the top dead center, with an axis P1 of the crankshaft 22, an axis P2 of the crank pin 29, and an axis P3 of the piston pin 45 aligned in that order on the line L3.
  • the symbol G' denotes the center of gravity of a conventional counterweight 30'.
  • a direction of the centrifugal force Fe' acting on the center of gravity G' of the counterweight 30' is deviated by an angle ⁇ from the line L1, or from a direction of a vibration inducing force Fv of the piston 21.
  • unwanted vibration is induced.
  • the shape of the counterweight 30 is changed so that the center of gravity of the counterweight falls on the position G on the line L1 and that the centrifugal force Fe acting on the center of gravity G is approximately in agreement with the direction opposite the vibration inducing force Fv.
  • FIG. 5 shows the state of the piston 21 at the bottom dead center, with the axis P2 of the crank pin 29, the axis P1 of the crankshaft 22, and the axis P3 of the piston pin 45 aligned in that order on the line L3.
  • the direction of the centrifugal force Fe' acting on the center of gravity G' of the counterweight 30' is deviated by an angle ⁇ from the line L1, or from the direction of the vibration inducing force Fv of the piston 21.
  • unwanted vibration is induced.
  • the shape of the counterweight 30 is changed so that the center of gravity of the counterweight falls on the position G on the line L1 and that the centrifugal force Fe acting on the center of gravity G is approximately in agreement with the direction opposite the vibration inducing force Fv.
  • the amount of deviation, ⁇ or ⁇ , in the position of center of gravity undesirably varies depending on the position of the piston; at the top dead center or bottom dead center. Therefore, if an amount of the center of gravity deviation ⁇ from the line L3 is set to be 0 ⁇ ⁇ ⁇ ( ⁇ + ⁇ )/2 so that the center of gravity is as close as possible to the line L1 parallel to the cylinder, the amount of vibration may be held to a minimum.
  • the deviation of the center of gravity may be made not only by changing the shape of the counterweight 30 but also by boring a hole in, or adding a weight to the counterweight 30.
  • the invention is not limited to the embodiment but may be modified in various ways.
  • the invention may also be applied to engines of vehicles.
  • the engine used in the above embodiment is of a single cylinder four-stroke cycle type
  • the engine may also be of a single cylinder two-stroke cycle type, or two cylinder four-stroke cycle type.
  • the two cylinder two-stroke cycle engine and the four cylinder four-stroke cycle engine have the state in which pistons are at both the top and bottom dead centers in which different phases of vibration offset each other.
  • the invention may be favorably employed in engines with a single cylinder, or two cylinder four-stroke cycle type in which piston vibration is a problem.
  • the invention when employed in outboard motors used at high revolutions with a wide variation in revolution, is especially effective in holding down the amount of engine vibration.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (13)

  1. Moteur à combustion interne (14), en particulier un moteur à quatre temps, comprenant au moins un cylindre (20) formé dans un corps de moteur, un piston (21) disposé de manière coulissante dans ledit cylindre (20), un vilebrequin (22) raccordé au piston (21) par l'intermédiaire d'une bielle (31), et un contrepoids (30) associé au vilebrequin (22), dans lequel un axe de cylindre (L2) du cylindre (20) est déplacé latéralement en décalage par rapport à une ligne parallèle (L1) croisant un axe (P1) du vilebrequin (22), caractérisé en ce qu'un centre de gravité (G) du contrepoids (30) est positionné, retiré d'une extension d'une ligne reliant l'axe du vilebrequin (P1) avec l'axe du maneton (P2), sur ou à proximité de ladite ligne parallèle (L1) croisant l'axe (P1) du vilebrequin (22) lorsque le piston (21) se trouve dans une de ses positions au point mort haut ou bas, dans lequel la position du centre de gravité (G), lorsque le piston (21) adopte ses positions au point mort haut ou bas, est ajusté en adaptant le contrepoids (30) en forme, fournissant un évidement à l'intérieur ou ajoutant un poids à celui-ci.
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que l'axe de cylindre (L2) est déplacé dans une direction opposée à une direction d'un composant latéral d'une poussée (F) agissant sur le piston (21) par rapport à ladite ligne (L1) s'étendant en parallèle à l'axe de cylindre (L2) et croisant l'axe (P1) du vilebrequin (22).
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé par une ligne (L3) croisant un axe (P2) d'un maneton (29), qui être raccordée de manière rotative à une extrémité de la bielle (31), dont l'autre extrémité est raccordée au piston (21) par l'intermédiaire d'un axe de piston (45), l'axe (P1) du vilebrequin (22) et un axe (P3) de l'axe de piston (45), lorsque ledit piston (21) se trouve dans l'une ou l'autre d'une position au point mort haut ou bas, et définissant un angle (α, β) avec la ligne (L1) croisant l'axe (P1) du vilebrequin (22) et s'étendant en parallèle à l'axe de cylindre (L2).
  4. Moteur à combustion interne selon la revendication 3, caractérisé en ce qu'une quantité de déplacement γ du centre de gravité (G) par rapport à la ligne (L3) croisant l'axe (P2) du maneton (29), l'axe (P1) du vilebrequin (22) et l'axe (P3) de l'axe de piston (45) est réglé pour être 0 < γ ≤ α + β / 2
    Figure imgb0003
     où il est supposé que α est l'angle entre la ligne (L3) raccordant les axes (P2, P1, P3) du maneton (29), du vilebrequin (22) et de l'axe de piston (45) et la ligne (L1), s'étendant en parallèle à l'axe de cylindre (L2) et croisant l'axe (P1) du vilebrequin (22), lorsque le piston (21) se trouve au niveau de sa position au point mort haut, tandis qu'il est supposé que β définit la même relation géométrique entre les lignes indiquées ci-dessus (L3, L1), lorsque le piston (21) se trouve dans sa position au point mort bas.
  5. Moteur à combustion interne selon au moins une des revendications 1 à 4 précédentes, caractérisé en ce qu'un axe (P3) d'un axe de piston (45) est déplacé d'une distance (D2) dans la direction d'un composant latéral d'une poussée (F) par rapport à l'axe (L2) du cylindre (20).
  6. Moteur à combustion interne selon au moins une des revendications 1 à 5 précédentes, caractérisé en ce que les composants de moteur, en particulier un arbre à cames (32), une pompe à carburant (42), et un carburateur (43) sont disposés dans une zone d'une surface latérale du moteur (14) qui est opposée à une direction de déplacement de l'axe de cylindre (L2).
  7. Moteur à combustion interne selon au moins une des revendications 1 à 6 précédentes, caractérisé en ce que certains composants de moteur, en particulier un carburateur (43) et un réservoir à carburant (27), sont disposés dans une zone d'une surface latérale du moteur (14) qui est opposée à une direction de déplacement de l'axe de cylindre (L2), certains des composants de moteur tels que l'arbre à cames (32) sont disposés dans une zone sur une surface latérale du moteur (14) qui se conforme à la direction de déplacement de l'axe de cylindre (L2) par rapport à la ligne (L1), s'étendant en parallèle et croisant l'axe du vilebrequin (22), et certains des composants de moteur, en particulier la pompe à carburant (42), sont disposés à l'extérieur d'un corps de bloc-cylindres (17) du moteur (14).
  8. Moteur à combustion interne selon au moins une des revendications 1 à 7 précédentes, caractérisé en ce que le moteur (14) fait partie d'un moteur hors-bord et le vilebrequin (22) est disposé de manière sensiblement verticale.
  9. Moteur à combustion interne selon au moins une des revendications 1 à 8 précédentes, caractérisé en ce que des supports (28) sont fournis pour supporter le moteur (14), lesdits supports (28) ayant une épaisseur de paroi variable telle que l'épaisseur de paroi des parties de chacun des supports (28) sur le côté opposé à la direction de déplacement de l'axe de cylindre (L2) est augmentée par rapport au côté s'étendant vers la direction de déplacement de l'axe de cylindre (L2).
  10. Moteur à combustion interne selon au moins une des revendications 1 à 9 précédentes, caractérisé en ce qu'une chambre d'entraînement de soupape (35) est formée dans une culasse (16) et un cache (15) du moteur (14) dans lequel les soupapes (23, 24) sont entraînées via un mécanisme de culbuteur (39) et un poussoir (40), ledit poussoir (40) se trouvant en contact avec une extrémité du culbuteur (39) par l'intermédiaire d'une tige de culbuteur (41) et, par ailleurs, étant disposé de manière coulissante dans le corps de cylindre (17), est actionné par une came de l'arbre à cames (32) qui se trouve en contact avec ladite extrémité du poussoir (40).
  11. Moteur à combustion interne selon au moins une des revendications 1 à 10 précédentes, caractérisé en ce que l'arbre à cames (42) est entraîné depuis l'arbre à cames (22) au moyen d'engrenages (33, 34) étant en prise l'un avec l'autre.
  12. Moteur à combustion interne selon au moins une des revendications 1 à 11 précédentes, caractérisé en ce que l'arbre à cames (22) est fabriqué dans un matériau à base de fer tandis que le cylindre (20) peut être fabriqué dans un alliage à base d'aluminium comprenant de l'aluminium.
  13. Moteur à combustion interne selon au moins une des revendications 1 à 12 précédentes, caractérisé en ce que le moteur (14) est du type à quatre temps avec un ou deux cylindres (20).
EP20000122164 1999-10-12 2000-10-12 Moteur à combustion interne Expired - Lifetime EP1092848B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP28903099 1999-10-12
JP28903099 1999-10-12

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EP1092848A2 EP1092848A2 (fr) 2001-04-18
EP1092848A3 EP1092848A3 (fr) 2002-04-17
EP1092848B1 true EP1092848B1 (fr) 2006-12-13

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102575580A (zh) * 2009-09-01 2012-07-11 富世华智诺株式会社 两冲程发动机
US10865734B2 (en) 2017-12-06 2020-12-15 Ai Alpine Us Bidco Inc Piston assembly with offset tight land profile

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2726459B2 (ja) * 1988-12-01 1998-03-11 ヤマハ発動機株式会社 ピストン・クランク機構
CA2014704C (fr) * 1989-04-17 1990-10-17 Hiroshi Yamamoto Moteur hors-bord
JP2883626B2 (ja) 1989-04-17 1999-04-19 本田技研工業株式会社 駆動軸オフセット型船外機
US5443044A (en) * 1994-04-29 1995-08-22 Outboard Marine Corporation Outboard motor with four stroke engine
JP3583254B2 (ja) * 1997-02-28 2004-11-04 川崎重工業株式会社 小型滑走艇
JP3950204B2 (ja) * 1997-09-12 2007-07-25 本田技研工業株式会社 空冷エンジンを搭載した船外機

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102575580A (zh) * 2009-09-01 2012-07-11 富世华智诺株式会社 两冲程发动机
US10865734B2 (en) 2017-12-06 2020-12-15 Ai Alpine Us Bidco Inc Piston assembly with offset tight land profile

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EP1092848A2 (fr) 2001-04-18
EP1092848A3 (fr) 2002-04-17

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