EP1895135A1 - Moteur - Google Patents

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Publication number
EP1895135A1
EP1895135A1 EP06780645A EP06780645A EP1895135A1 EP 1895135 A1 EP1895135 A1 EP 1895135A1 EP 06780645 A EP06780645 A EP 06780645A EP 06780645 A EP06780645 A EP 06780645A EP 1895135 A1 EP1895135 A1 EP 1895135A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
rotation member
crankshaft
cylinder head
access window
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
EP06780645A
Other languages
German (de)
English (en)
Other versions
EP1895135A4 (fr
EP1895135B1 (fr
Inventor
Shohei Kono
Manabu Hashimoto
Souhei Honda
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.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2005183595A external-priority patent/JP2007002739A/ja
Priority claimed from JP2005183607A external-priority patent/JP4319170B2/ja
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of EP1895135A1 publication Critical patent/EP1895135A1/fr
Publication of EP1895135A4 publication Critical patent/EP1895135A4/fr
Application granted granted Critical
Publication of EP1895135B1 publication Critical patent/EP1895135B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • 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
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
    • 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
    • F01L1/04—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
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • 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
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/08—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio
    • F01L13/085—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for decompression, e.g. during starting; for changing compression ratio the valve-gear having an auxiliary cam protruding from the main cam profile
    • 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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • 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
    • F02F7/0043—Arrangements of mechanical drive elements
    • F02F7/0046—Shape of casings adapted to facilitate fitting or dismantling of engine parts
    • 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
    • F01L2303/00—Manufacturing of components used in valve arrangements
    • F01L2303/02—Initial camshaft settings
    • 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
    • F02B2075/1804—Number of cylinders
    • 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
    • F02F7/0065—Shape of casings for other machine parts and purposes, e.g. utilisation purposes, safety
    • F02F7/0073—Adaptations for fitting the engine, e.g. front-plates or bell-housings
    • F02F2007/0075—Front covers
    • 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
    • F02F7/0065—Shape of casings for other machine parts and purposes, e.g. utilisation purposes, safety
    • F02F7/0073—Adaptations for fitting the engine, e.g. front-plates or bell-housings
    • F02F2007/0078—Covers for belt transmissions

Definitions

  • the present invention relates to an improvement of an engine comprising: a crankshaft supported on a crankcase; a valve-operating camshaft supported on a cylinder head; and a timing transmission system which includes a drive rotation member fixedly mounted to the crankshaft, a driven rotation member fixedly mounted to the camshaft, and an endless power transmission member wound around the two rotation members, and which provides connection between the crankshaft and the valve-operating camshaft; an access window through which the driven rotation member is attached to and detached from the camshaft being opened in an outer end surface of the cylinder head, and a lid body for closing the access window being jointed to the outer end surface of the cylinder head.
  • Patent Publication 1 Japanese Patent Application Laid-Open No. 10-54296 .
  • a cylinder head is formed so that an outer end surface of the cylinder head in which the access window opens is present outward in the axial direction of the driven rotation member, and hence the driven rotation member is disposed deeply inside the access window. Therefore, the operation of attaching the endless rotation member to the driven rotation member and mounting the driven rotation member to the camshaft is obstructed by the cylinder head around the driven rotation member, thus deteriorating the operability. Further, the entirety of the lid body joined to the outer end surface of the cylinder head is inevitably spaced largely away from the driven rotation member in the axial direction, thus hindering downsizing of the engine.
  • the present invention has been achieved in view of such circumstances, and has an object to provide a compact engine exhibiting a good operability in attaching an endless rotation member to a driven rotation member and in mounting the driven rotation member to a camshaft.
  • the present invention has another object to easily and reliably establish a predetermined phase relationship between the crankshaft and the camshaft when a timing transmission system is assembled to the crankshaft and the camshaft, in the case where the camshaft is mounted beforehand on an engine main body.
  • an engine comprising: a crankshaft supported on a crankcase; a valve-operating camshaft supported on a cylinder head; and a timing transmission system which includes a drive rotation member fixedly mounted to the crankshaft, a driven rotation member fixedly mounted to the camshaft; and an endless power transmission member wound around the two rotation members, and which provides connection between the crankshaft and the valve-operating camshaft; an access window through which the driven rotation member is attached to and detached from the camshaft being opened in an outer end surface of the cylinder head, and a lid body for closing the access window being jointed to the outer end surface of the cylinder head, characterized in that the outer end surface of the cylinder head comprises a slanted surface which is inclined so that at least a part of an outer periphery of the driven rotation member on a side opposite from the drive rotation member is exposed from the access window.
  • the slanted surface is formed so that a half-round portion or more of the driven rotation member on the side opposite from the drive rotation member is exposed from the access window.
  • the cylinder head is superposed, via a gasket, on a cylinder block which is connected to the crankcase and which includes a cylinder bore and a timing transmission chamber that is present on one side of the cylinder bore and houses the timing transmission system; the cylinder head is fastened to the cylinder block by a plurality of main connecting bolts arranged around the cylinder bore; and the cylinder head is fastened to the cylinder block at a portion outward of one side of the timing transmission chamber by an auxiliary connecting bolt disposed below the access window.
  • a side wall of the lid body is inclined along the slanted surface of the cylinder head.
  • the engine further comprises: a first match mark indicated on an outer side surface of the driven rotation member; a second match mark indicated on an engine main body so as to coincide with the first match mark when the crankshaft is in a predetermined rotational position; a bolt hole provided in an end wall of a hub of the driven rotation member which is fitted into an end portion of the camshaft; a positioning groove extending radially from the bolt hole; a positioning pin projectingly provided on an end surface of the camshaft in a position eccentric from a center of the end surface in a certain direction, and engaged with the positioning groove when the camshaft is in a predetermined phase relationship to the crankshaft in the predetermined rotational position; a threaded hole which is provided on the end surface of the camshaft and corresponds to the bolt hole when the camshaft is in a predetermined phase relationship to the crankshaft in the predetermined rotational position; and a mounting bolt penetrating through the bolt
  • the first and second match marks, the positioning groove and the positioning pin are arranged on a straight line passing through centers of the crankshaft and the camshaft.
  • a seventh feature of the present invention in addition to the sixth feature, that the bolt hole and the threaded hole are arranged in positions eccentric from centers of the hub and the camshaft, respectively.
  • the threaded hole and the positioning pin are arranged in positions which are eccentric from the center of the camshaft in directions opposite from each other.
  • the drive rotation member, the driven rotation member and the endless transmission device correspond respectively to a driving pulley 45, a driven pulley 46 and a timing belt 47 in an embodiment of the present invention which will be described later.
  • a part of the driven pulley exposed to outside the access window can be easily held by a tool or the like without being obstructed by the cylinder head. Therefore, the operation of mounting the driven pulley to the camshaft is facilitated, and also the removal thereof is facilitated. Therefore, this arrangement can contribute to an improvement in assemblability and maintainability.
  • the operation of attaching and detaching of the driven pulley to and from the camshaft is further facilitated, and hence the assemblability and maintainability is further improved.
  • the surface pressures of the cylinder block and the cylinder head acting on the gasket is sufficiently increased by securing the cylinder head to the cylinder block by the main connecting bolts and the auxiliary connectingbolt. Further, the presence of the slanted surface above the auxiliary connecting bolt provides a space sufficient for accepting a tool for operating the auxiliary connecting bolt, thereby facilitating the operation of fastening the auxiliary connecting bolt and contributing to downsizing of the engine.
  • the engine case obtains a head portion whose width is narrowing toward its tip end, thereby contributing to downsizing of the engine.
  • the first and second match marks, the bolt hole, the threaded hole, the positioning groove, and the positioning pin can be arranged all together on a straight line passing through the centers of the crankshaft and the camshaft, by sequentially performing the steps of: fixing the crankshaft in a rotational position corresponding to a specified position of the piston; inserting the driven rotation member into the endless power transmission member already wound around the drive rotation member, while aligning the first match mark of the driven rotation member with the second match mark of the engine main body; fitting the positioning pin of the camshaft into the bolt hole of the driven rotation member; and guiding the positioning pin to the positioning groove of the driven rotation member.
  • the timing transmission system can be easily and appropriately attached to the crankshaft and the camshaft in their predetermined phase relationship.
  • the rotation of the driven rotation member is reliably transmitted to the camshaft via the single eccentric mounting bolt, and the mounting bolt is prevented from being loosened.
  • an engine main body 1 of a general-purpose four-cycle engine E includes: as components a crankcase 2 having on its lower part a mounting seat 2a; a cylinder block 3 connected integrally to the crankcase 2 and having an upwardly inclined cylinder bore 3a; and a cylinder head 5 joined to an upper end face of the cylinder block 3 via a gasket 4 .
  • Four main connecting bolts 6 disposed at four positions around the cylinder bore 3a and two auxiliary connecting bolts 7 and 7, which will be described later, are used and for joining, that is, securing the cylinder head 5 to the cylinder block 3.
  • the crankcase 2 has one open side face; a plurality of steps 8 are formed integrally on an inner peripheral wall slightly close to the inside relative to the open side face, the steps 8 being arranged in the peripheral direction so as to face toward the open side face, and a bearing bracket 10 is secured to these steps 8 via a plurality of bolts 11.
  • This bearing bracket 10 and another side wall of the crankcase 2 support opposite end parts of a horizontally disposed crankshaft 12 via bearings 13 and 13'.
  • opposite end parts of a balancer shaft 14 disposed adjacent to and in parallel with the crankshaft 12 are similarly supported via bearings 15 and 15 by the bearing bracket 10 and said other side wall of the crankcase 2.
  • a continuous reinforcing rib 16 is formed integrally with the outer periphery of the crankcase 2 so as to surround the plurality of steps 8, and an end part of the reinforcing rib 16 is connected integrally to an outside wall of the cylinder block 3, which is integral with the crankcase 2.
  • the reinforcing rib 16 provides, on the outer periphery of the crankcase 2, mutual connection between the plurality of steps 8, which are inside the reinforcing rib 16, the rigidity with which the bearing bracket 10 is supported by these steps 8 and, consequently, the rigidity with which the crankshaft 12 is supported by the bearing bracket 10, can be increased effectively. As a result, the crankcase 2 can be made thin and light. In particular, since an end part of the reinforcing rib 16 is connected integrally to the outside wall of the cylinder block 3, the reinforcing function of the reinforcing rib 16 can be enhanced, thus further increasing the rigidity with which the bearing bracket 10 is supported.
  • a side cover 17 is joined to the crankcase 2 via a plurality of bolts 24 to close the open face on said one side of the crankcase 2.
  • One end part of the crankshaft 12 runs through the side cover 17 and projects outward as an output shaft part, and an oil seal 18 is mounted on the side cover 17 to be in intimate contact with the outer periphery of the output shaft part.
  • the other endpart of the crankshaft 12 runs through said other side wall of the crankcase 2, and an oil seal 19 is mounted on said other side wall of the crankcase 2 to be in intimate contact with said other end part of the crankshaft 12 so as to be adjacent to the outside of the bearing 13' .
  • a flywheel 21, which also functions as a rotor of a generator 20, is secured to said other end part of the crankshaft 12, and a cooling fan 22 is attached to an outside face of the flywheel 21.
  • a recoil-type starter 23 which is supported on the crankcase 2, is disposed so as to face said other end part of the crankshaft 12.
  • a piston 25 fitted into the cylinder bore 3a is connected to the crankshaft 12 via a connecting rod 26.
  • a combustion chamber 27 communicating with the cylinder bore 3a, and an intake port 28i and an exhaust port 28e each opening in the combustion chamber 27 are formed in the cylinder head 5.
  • An intake valve 29i and an exhaust valve 29e are mounted in the cylinder head 5 for opening and closing the ends of the intake and exhaust ports 28i and 28e respectively that open to the combustion chamber 27.
  • Valve springs 30i and 30e are fitted onto the intake and exhaust valves 29i and 29e to urge these valves 29i and 29e in a direction in which they close.
  • the intake and exhaust valves 29i and 29e are opened and closed by a valve operating system 35 operating in cooperation with these valve springs 30i and 30e.
  • valve operating system 35 is described by reference to FIG. 3 , FIG. 4 , and FIG. 6 to FIG. 12 .
  • the valve operating system 35 comprises a camshaft 36, a timing transmission system 37, an intake rocker arm 38i, and an exhaust rocker arm 38e.
  • the camshaft 36 is supported on the cylinder head 5 so as to be parallel to the crankshaft 12, and includes an intake cam 36i and an exhaust cam 36e.
  • the timing transmission system 37 provides a connection between the crankshaft 12 and the camshaft 36.
  • the intake rocker arm 38i provides an operative connection between the intake cam 36i and the intake valve 29i.
  • the exhaust rocker arm 38e provides an operative connection between the exhaust cam 36e and the exhaust valve 29e.
  • the camshaft 36 has opposite end parts supported by a pouch-shaped bearing hole 39 and a ball bearing 41, the bearing hole 39 being formed in one side wall 5a of the cylinder head 5, and the ball bearing 41 being fitted into a bearing fitting hole 40 of a dividing wall 5b in a middle section of the cylinder head 5.
  • One common rocker shaft 42 swingably supporting the intake and exhaust rocker arms 38i and 38e has opposite end parts supported by first and second support holes 43' and 43 formed in said one side wall 5a and the dividing wall 5b, respectively.
  • the first support hole 43' of said one side wall 5a is pouch-shaped
  • the second support 43 of the dividing wall 5b is a through hole.
  • a fixing bolt 44 having its extremity abutting against the outer end of the rocker shaft 42 is screwed into the dividing wall 5b at an outer end part of the second support hole 43.
  • the rocker shaft 42 is thus prevented from moving in a thrust direction by the pouch-shaped first support hole 43' and the fixing bolt 44.
  • the fixing bolt 44 has on its head part an integral flange seat 44a having a relatively large diameter, the flange seat 44a abutting against an outer end face of an outer race 41a of the ball bearing 41 supporting the camshaft 36.
  • An inner race 41b of the ball bearing 41 is press-fitted onto the camshaft 36.
  • the timing transmission system 37 comprises a toothed drive pulley 45 secured to the crankshaft 12, a toothed driven pulley 46 secured to the camshaft 36, and an endless timing belt 47 wound around the drive and driven pulleys 45 and 46, the number of teeth of the driven pulley 46 being twice of that of the drive pulley 45. Rotation of the crankshaft 12 is therefore reduced by 1/2 by this timing transmission system 37, and transmitted to the camshaft 36. Due to rotation of the camshaft 36, the intake and exhaust cams 36i and 36e make the intake and exhaust rocker arms 38i and 38e swing against the urging forces of the valve springs 30i and 30e respectively, thereby opening and closing the intake and exhaust valves 29i and 29e.
  • This timing transmission system 37 is housed in a timing transmission chamber 48 formed by connecting in sequence a lower chamber 48a, a middle chamber 48b, and an upper chamber 48c, the lower chamber 48a being defined between the bearing bracket 10 and the side cover 17, the middle chamber 48b being formed in the cylinder block 3 on one side of the cylinder bore 3a, and the upper chamber 48c being formed on one side of the cylinder head 5. That is, the drive pulley 45 is disposed in the lower chamber 48a, the driven pulley 46 is disposed in the upper chamber 48c, and the timing belt 47 is disposed so as to run through the middle chamber 48b. In this way, the space between the bearing bracket 10 and the side cover 17 is utilized effectively for arranging the timing transmission system 37, thereby making the engine E compact.
  • a valve operating chamber 49 having an open upper face is formed in the cylinder head 5 between said one side wall 5a and the dividing wall 5b, and the intake and exhaust cams 36i and 36e of the camshaft 36 and the intake and exhaust rocker arms 38i and 38e, etc. are housed in the valve operating chamber 49.
  • the open upper face of the valve operating chamber 49 is closed by a head cover 52 joined to the cylinder head 5 via a bolt 53.
  • the upper chamber 48c of the timing transmission chamber 48 and the valve operating chamber 49 communicate with each other via an oil passage hole 75 (see FIG. 8 and FIG. 11 ) provided in the dividing wall 5b and a plurality of oil passage channels 76 (see FIG. 6 and FIG. 11 ) provided on an inner peripheral face of the bearing fitting hole 40.
  • an access window 55 is provided on an outer end face 5c of the cylinder head 5, the access window 55 opening the upper chamber 48c so that the outer side face of the driven pulley 46 faces the access window 55.
  • the access window 55 is used for inserting the driven pulley 46 within the timing belt 47, and mounting the driven pulley 46 on the camshaft 36.
  • a lid body 57 closing the access window 55 is joined to the outer end face 5c via a seal 56 by means of a plurality of bolts 58.
  • the outer end face 5c of the cylinder head 5, to which the lid body 57 is joined comprises an inclined face 5c that is inclined so that at least part of the outer periphery of the driven pulley 46 on the side opposite to the drive pulley 45 is exposed through the access window 55, and preferably at least half the periphery of the driven pulley 46 on the side opposite to the drive pulley 45 is exposed through the access window 55.
  • the driven pulley 46 comprises a bottomed cylindrical hub 46a, a web 46b that widens radially from the hub 46a, and a toothed rim 46c formed on the outer periphery of the web 46b.
  • the hub 46a is fitted onto the outer periphery of an outer end part of the camshaft 36 projecting toward the upper chamber 48c side.
  • An end wall of the hub 46a is provided with a bolt hole 60 positioned eccentrically to the center of the hub 46a, and a positioning groove 61 extending from one side of the bolt hole 60 to the side exactly opposite to the direction of the eccentricity.
  • a first match mark 62a is cut into an outer side face of the rim 46c, and a second match mark 62b corresponding to the first match mark 62a is cut into the outer end face 5c of the cylinder head 5 .
  • the web 4 6b is provided with a plurality of through holes 64, 64 that penetrate it.
  • the outer end part of the camshaft 36 is provided, as shown in FIG. 6 and FIG. 11 , with a threaded hole 66 corresponding to the bolt hole 60 and a positioning pin 67 corresponding to the positioning groove 61.
  • the crankshaft 12 When the crankshaft 12 is at a predetermined rotational position corresponding to a specified position (for example, top dead center) of the piston 25, and the camshaft 36 is at a position in a predetermined phase relationship with respect to the crankshaft 12, the first match mark 62a and the second match mark 62b, the bolt hole 60 and the threaded hole 66, and the positioning groove 61 and the positioning pin 67 each coincide with each other on a straight line L running through the centers of the two shafts 12 and 36.
  • the crankshaft 12 is first fixed at the rotational position corresponding to the specified position of the piston 25. Subsequently, as shown in FIG. 12(A) , the driven pulley 46 is put inside the timing belt 47, which has been wound around the drive pulley 45 in advance, while making the first match mark 62a of the rim 46c match the second match mark 62b of the cylinder head 5. Next, as shown in FIG. 12(A)
  • the timing transmission system 37 is mounted on the crankshaft 12 and the camshaft 36, which are mounted on the crankcase 2 and the cylinder head 5 in advance, in the predetermined phase relationship.
  • the outer end face of the cylinder head 5 on which the access window 55 opens is the inclined face 5c, and part of the outer periphery of the driven pulley 46 is exposed through the access window 55, the part of the driven pulley 46 exposed outside the access window 55 can easily be held by a tool, etc. without interference by the cylinder head 5, thereby facilitating the mounting of the driven pulley 46 on the camshaft 36 and the removal thereof. Therefore, this contributes to an improvement in the assemblability and the ease of maintenance.
  • a head part of the engine main body 1 is shaped such that its lateral width narrows toward the extremity side, thus making the engine E compact.
  • a pair of projecting parts 70 and 70 projecting outwardly of the access window 55 beneath the access window 55 are formed on the cylinder head 5; these projecting parts 70 and 70 are superimposed on an upper end face, on the outside of the middle chamber 48b, of the cylinder block 3 via the gasket 4, and secured to the cylinder block 3 via the auxiliary connecting bolts 7 and 7.
  • auxiliary connecting bolts 7 and 7 it is possible to adequately increase the surface pressure acting on the gasket 4 from the cylinder block 3 and the cylinder head 5 even outside the middle chamber 48b housing the timing belt 47. Moreover, since the presence of the inclined face 5c secures a sufficient space above the auxiliary connecting bolts 7 and 7, for receiving a tool for operating the auxiliary connecting bolts 7 and 7, tightening of the auxiliary connecting bolts 7 and 7 can easily be carried out. This means that the extent to which the projecting parts 70 and 70 project outwardly of the access window 55 can be made small, and this also contributes to making the engine E compact.
  • Tightening the auxiliary connecting bolts 7 and 7 is carried out prior to the lid body 57 being mounted.
  • the lower chamber 48a of the timing transmission chamber 48 communicates with the interior of the crankcase 2, that is, the crank chamber 9, through the plurality of steps 8 on the inner wall of the crankcase 2 supporting the bearing bracket 10, and a predetermined amount of lubricating oil 71 that is common to the crank chamber 9 and the lower chamber 48a accumulates in these chambers.
  • an impeller type oil slinger 72 is disposed in the lower chamber 48a so that part of the oil slinger 72 is submerged in the oil 71 that accumulates in the lower chamber 48a.
  • the oil slinger 72 is driven by the crankshaft 12 via gears 74 and 74'.
  • This oil slinger 72 scatters the oil 71 around by its rotation, and an oil guide wall 73 for guiding the scattered oil to the timing belt 47 side is formed integrally with an outer side face of the bearing bracket 10 so as to surround the oil slinger 72 and the periphery of the timing belt 47 on the drive pulley 45 side. Since the bearing bracket 10 is a relatively small component, this can easily be cast together with the oil guide wall 73. Further, since the bearing bracket 10 integrally has the oil guide wall 73, its rigidity is strengthened and this is also effective in enhancing the rigidity with which the crankshaft 12 is supported.
  • oil scattered by the oil slinger 72 is guided by the oil guide wall 73 to the timing belt 47 side; the oil that has been deposited on the timing belt 47 is transferred to the upper chamber 48c by the belt 47; scattered around by being shaken off due to centrifugal force when the timing belt 47 becomes wound around the driven pulley 46; and made to collide with the surrounding wall to thus form an oil mist; and the upper chamber 48c is filled with this oil mist, thereby lubricating not only the entire timing transmission system 37 but also the ball bearing 41 of the camshaft 36.
  • a base part of the valve operating chamber 49 communicates with the crank chamber 9 via a series of oil return passages 77 formed in the cylinder head 5 and the cylinder block 3 along one side of the cylinder bore 3a.
  • the oil return passage 77 is inclined downward toward the crank chamber 9 so that oil flows down from the valve operating chamber 49 to the crank chamber 9.
  • the present invention is not limited to the above-mentioned embodiment, and may be modified in a variety of ways as long as the modifications do not depart from the spirit and scope thereof.
  • the belt type timing transmission system 37 may be replaced with a chain type.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
EP06780645A 2005-06-23 2006-06-23 Moteur Not-in-force EP1895135B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2005183595A JP2007002739A (ja) 2005-06-23 2005-06-23 エンジン
JP2005183607A JP4319170B2 (ja) 2005-06-23 2005-06-23 エンジンの動弁装置
PCT/JP2006/312608 WO2006137519A1 (fr) 2005-06-23 2006-06-23 Moteur

Publications (3)

Publication Number Publication Date
EP1895135A1 true EP1895135A1 (fr) 2008-03-05
EP1895135A4 EP1895135A4 (fr) 2008-08-27
EP1895135B1 EP1895135B1 (fr) 2009-12-23

Family

ID=37570536

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06780645A Not-in-force EP1895135B1 (fr) 2005-06-23 2006-06-23 Moteur

Country Status (13)

Country Link
EP (1) EP1895135B1 (fr)
KR (1) KR100947005B1 (fr)
AR (1) AR054794A1 (fr)
AU (1) AU2006260106B2 (fr)
BR (1) BRPI0613155A2 (fr)
CA (1) CA2606776C (fr)
DE (1) DE602006011315D1 (fr)
ES (1) ES2337182T3 (fr)
MY (1) MY142921A (fr)
PA (1) PA8682301A1 (fr)
PE (1) PE20070129A1 (fr)
TW (1) TWI318660B (fr)
WO (1) WO2006137519A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1958813A1 (fr) * 2007-02-19 2008-08-20 Yamaha Hatsudoki Kabushiki Kaisha Véhicule

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI422740B (zh) * 2011-09-08 2014-01-11 Kwang Yang Motor Co Crankcase with balance shaft
TWI595154B (zh) * 2013-10-09 2017-08-11 Kwang Yang Motor Co Engine cylinder head structure

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3400956A (en) * 1965-12-10 1968-09-10 Gen Motors Corp Universally indexing lock means
EP1477635A1 (fr) * 2002-02-20 2004-11-17 Yamaha Hatsudoki Kabushiki Kaisha Dispositif de deplacement de soupape de moteur

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0361220U (fr) * 1989-10-17 1991-06-17
JPH0514567A (ja) * 1991-07-08 1993-01-22 Fuji Xerox Co Ltd フアクシミリ装置
JP2519127Y2 (ja) * 1991-08-02 1996-12-04 ダイハツ工業株式会社 内燃機関におけるカム軸のタイミング合わせ装置
JP3014893B2 (ja) * 1993-05-19 2000-02-28 株式会社デンソー バルブタイミング調整装置
JP3780824B2 (ja) * 2000-06-09 2006-05-31 スズキ株式会社 自動二輪車用４サイクルエンジンのシリンダヘッド構造

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3400956A (en) * 1965-12-10 1968-09-10 Gen Motors Corp Universally indexing lock means
EP1477635A1 (fr) * 2002-02-20 2004-11-17 Yamaha Hatsudoki Kabushiki Kaisha Dispositif de deplacement de soupape de moteur

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2006137519A1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1958813A1 (fr) * 2007-02-19 2008-08-20 Yamaha Hatsudoki Kabushiki Kaisha Véhicule

Also Published As

Publication number Publication date
EP1895135A4 (fr) 2008-08-27
AR054794A1 (es) 2007-07-18
CA2606776C (fr) 2010-07-27
WO2006137519A1 (fr) 2006-12-28
KR100947005B1 (ko) 2010-03-11
DE602006011315D1 (en) 2010-02-04
ES2337182T3 (es) 2010-04-21
MY142921A (en) 2011-01-31
AU2006260106A1 (en) 2006-12-28
TWI318660B (en) 2009-12-21
PE20070129A1 (es) 2007-02-09
KR20080007377A (ko) 2008-01-18
EP1895135B1 (fr) 2009-12-23
TW200704873A (en) 2007-02-01
AU2006260106B2 (en) 2010-02-04
CA2606776A1 (fr) 2006-12-28
BRPI0613155A2 (pt) 2010-12-21
PA8682301A1 (es) 2007-01-17

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