EP2949888B1 - Motor und fahrzeug - Google Patents

Motor und fahrzeug Download PDF

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Publication number
EP2949888B1
EP2949888B1 EP15163608.1A EP15163608A EP2949888B1 EP 2949888 B1 EP2949888 B1 EP 2949888B1 EP 15163608 A EP15163608 A EP 15163608A EP 2949888 B1 EP2949888 B1 EP 2949888B1
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EP
European Patent Office
Prior art keywords
cam shaft
weight
cam
flange
seen
Prior art date
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Active
Application number
EP15163608.1A
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English (en)
French (fr)
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EP2949888A3 (de
EP2949888A2 (de
Inventor
Hideaki Hashimoto
Chihiro HARA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
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Publication date
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Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP2949888A2 publication Critical patent/EP2949888A2/de
Publication of EP2949888A3 publication Critical patent/EP2949888A3/de
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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
    • 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

Definitions

  • the present invention relates to an engine equipped with a decompression mechanism, and to a vehicle.
  • the engine When starting an engine, the engine needs to be rotated with an external force until the start is completed. For example, the engine may be rotated using a starter motor or using a kick starter. Conversely, resistance to the rotation increases because the air inside the cylinders is compressed during the compression stroke of the engine. In order to reduce this resistance, a decompression mechanism is known that reduces the pressure inside the cylinders during the compression stroke while the engine is being rotated using the external force.
  • EP 1 380 729 A1 discloses an internal combustion engine which comprises a decompression mechanism (compression release mechanism) constructed to be disposed between both ends of a cam shaft.
  • the compression release mechanism includes a centrifugal flyweight which is pivotably attached to a collar by means of a flyweight pivot shaft, wherein pivotable movement of said flyweight is transferred into rotational movement of a cam member.
  • a cam surface of the cam member projects outwardly to engage and open the valve when the flyweight is in a first position and does not project outwardly (i.e. does not open the valve) when the flyweight is in a second position.
  • the decompression mechanism in an engine disclosed in JP 2008 128171 A includes a decompression cam that alternates between an active state and a release state due to the rotation of a weight.
  • This decompression mechanism is supported by a sprocket on a cam chain.
  • the cam shaft that includes the decompression mechanism needs to be longer in the axial direction.
  • the engine disclosed in JP 2008 064083 A includes a decompression mechanism that is disposed at a location between both end portions of a cam shaft.
  • the decompression mechanism includes a weight and a decompression cam, and the weight is supported by a supporting shaft in a rotatable manner around the cam shaft.
  • the decompression cam and the weight are connected by a pin and the pin allows the decompression cam to rotate due to the weight rotating around the support shaft.
  • JP 2008 064083 A is able to effectively use the space between both ends of the cam shaft.
  • the cam shaft that includes the decompression mechanism can be made more compact in the axial direction in comparison to a case in which the decompression mechanism is disposed outside of the cam shaft.
  • a support shaft for a weight is attached to an exhaust cam on the cam shaft in the decompression mechanism in JP 2008 064083 A .
  • a portion of the exhaust cam to which the support shaft is attached is preferably disposed a certain distance away from the external peripheral surface and the inner peripheral surface of the exhaust cam from the point of view of attachment strength.
  • the attachment location of the support shaft is restricted because the dimension of a base circle portion of the exhaust cam in the radial direction is small.
  • a cam lobe of the exhaust cam has a larger dimension in the radial direction than the base circle portion and thus provides a higher degree of freedom for the attachment location of the support shaft in the radial direction.
  • the range of the cam lobe is generally smaller than the range of the base circle portion in the circumferential direction of the exhaust cam. As a result, the attachment location for the support shaft is restricted in the circumferential direction of the exhaust cam.
  • the aforementioned restriction of the disposition of the support shaft can be resolved by increasing the size of the exhaust cam.
  • the sizes of the cam shaft and the valve mechanism also increase if the size of the exhaust cam is increased.
  • the operating ranges of the cam shaft and the valve mechanism also increase if the sizes thereof are increased. As a result, the size of the engine would increase even if the decompression mechanism were disposed between the end portions of the cam shaft.
  • An object of the present invention is to improve the degree of freedom for disposing a pivot pin and to make an engine more compact for an engine in which the decompression mechanism is disposed in a location between both end portions of the cam shaft.
  • An engine according to the present invention is equipped with a cylinder head, an exhaust valve, a valve mechanism, a cam shaft, a bearing, and a decompression mechanism.
  • the exhaust valve is housed inside the cylinder head.
  • the valve mechanism opens and closes the exhaust valve.
  • the cam shaft drives the valve mechanism by coming into contact with the valve mechanism.
  • the bearing supports the cam shaft in a rotatable manner on the cylinder head.
  • the decompression mechanism is disposed between both ends of the cam shaft in the axial direction.
  • the decompression mechanism includes a flange, a pivot pin, a weight, and a decompression cam.
  • the flange is a body separate from the cam shaft and is press-fitted onto the cam shaft.
  • the pivot pin is attached to the flange.
  • the weight is supported on the flange via the pivot pin in a rotatable manner between a closed state and an open state.
  • the decompression cam switches between a state of coming into contact with a valve mechanism and a state of not coming into contact with the valve mechanism in response to a rotation of the weight.
  • a portion of the weight overlaps the flange as seen from the radial direction of the cam shaft so that the cam shaft that includes the decompression mechanism can be made more compact in the axial direction.
  • the flange is press-fitted onto the cam shaft in the engine according to the present invention, the location in the circumferential direction of the flange on the cam shaft during press-fitting can be set freely. Because the flange is a body separate from the cam shaft, increases in the sizes of the cam shaft and the valve mechanism and in the operating ranges thereof can be suppressed even if the size of the flange increases. As a result, the degree of freedom for disposing the pivot pin can be improved while making the engine more compact.
  • the decompression cam is preferably supported on the flange.
  • the locations of the weight and the decompression cam on the cam shaft can be changed without changing the relative locations of the weight and the decompression cam, by merely changing the location of the flange on the cam shaft because the weight and the decompression cam are both supported on the flange.
  • the center of gravity of the weight is preferably disposed in a first region as seen from the axial direction of the cam shaft.
  • a straight line that passes through the center of rotation of the cam shaft and the center of rotation of the weight is assumed to be a vertical axis as seen from the axial direction of the cam shaft.
  • a straight line that is orthogonal to the vertical axis and that passes through the center of rotation of the cam shaft is assumed to be a horizontal axis.
  • a direction from the center of rotation of the cam shaft toward the center of rotation of the weight among directions parallel to the vertical axis is assumed to be a first vertical direction.
  • One direction among the directions parallel to the horizontal axis is assumed to be a first horizontal direction.
  • the first region is located in the first vertical direction from the horizontal axis and in the first horizontal direction from the vertical axis.
  • the weight includes a first portion that is disposed in the first region as seen from the axial direction of the cam shaft. At least a portion of the first portion overlaps the flange as seen from the radial direction of the cam shaft.
  • the center of gravity of the weight can be placed further away from the center of rotation of the cam shaft. Therefore, the centrifugal force acting on the weight increases if the rotation speed of the cam shaft is the same. As a result, the spring force can be increased whereby the opening of the weight due to gravitational force can be suppressed without a rise in a set rotation speed.
  • the decompression mechanism preferably further includes a return spring that urges the weight to return from the open state to the closed state.
  • the weight or the flange includes a housing portion for housing the return spring.
  • the cam shaft that includes the decompression mechanism can be made more compact in comparison to when the housing portion is provided on the outside of the weight or of the flange.
  • the housing portion preferably has a recessed shape that is recessed from the surface of the weight or of the flange in the axial direction of the cam shaft.
  • the cam shaft that includes the decompression mechanism can be made more compact in the axial direction.
  • the flange preferably includes a locking portion for locking an end portion of the return spring.
  • the locking portion is molded integrally with the flange. In this case, manufacturing of the decompression mechanism can be facilitated in comparison to when a shape for locking the end portion of the return spring is processed into the flange.
  • the contour of the flange is preferably larger than the contour of the bearing as seen from the axial direction of the cam shaft. In this case, the degree of freedom for disposing the pivot pin can be improved because the flange is larger.
  • the cam shaft preferably includes the exhaust cam that comes into contact with the valve mechanism.
  • the exhaust cam includes a cam lobe that protrudes to the outside of a base circle. At least a portion of the pivot pin does not overlap the cam lobe as seen from the axial direction of the cam shaft. In this case, the pivot pin can be disposed in the location that does not overlap the cam lobe because the pivot pin is attached to the flange that is a body separate from the exhaust cam.
  • a vehicle according to the present invention includes the above engine.
  • the degree of freedom for disposing the pivot pin is improved and the engine can be made more compact in the engine in which the decompression mechanism is disposed in a location between both end portions of the cam shaft.
  • FIG. 1 is a side view of the vehicle 1.
  • the vehicle 1 is a scooter-type motorcycle.
  • the vehicle 1 includes a vehicle body 2, a front wheel 3, a rear wheel 4, a handle 5, and a seat 6.
  • the vehicle body 2 includes a flat foot board 2a.
  • the vehicle body 2 supports the front wheel 3 and the rear wheel 4.
  • the handle 5 and the seat 6 are attached to the vehicle body 2.
  • the flat foot board 2a is disposed in front of and under the seat 6.
  • the vehicle 1 includes an engine 7 according to the embodiments.
  • FIG. 2 is a partial cross-sectional view of the engine 7.
  • the engine 7 includes a crankshaft 11, a crankcase 12, a cylinder body 13, a cylinder head 14, and a head cover 19.
  • the cylinder body 13 is connected to the crankcase 12.
  • the cylinder body 13 may be integrated with the crankcase 12 or may be a separate body.
  • the cylinder body 13 houses a piston 15.
  • the piston 15 is coupled to the crankshaft 11 via a connecting rod 16.
  • the crankshaft 11 is connected to a transmission 8.
  • the cylinder head 14 is connected to the cylinder body 13.
  • the cylinder head 14 includes a combustion chamber 17.
  • a spark plug 18 is attached to the cylinder head 14.
  • a distal end portion of the spark plug 18 is disposed so as to face the combustion chamber 17.
  • the head cover 19 is attached to the cylinder head 14.
  • the engine 7 includes a valve mechanism 25 and a cam shaft 26.
  • the valve mechanism 25 and the cam shaft 26 are housed in the cylinder head 14.
  • the cam shaft 26 drives the valve mechanism 25 by coming into contact with the valve mechanism 25.
  • the cam shaft 26 is supported on the cylinder head 14.
  • the cylinder head 14 includes a first supporting wall 141 and a second supporting wall 142.
  • the first supporting wall 141 and the second supporting wall 142 are disposed so as to be aligned in the axial direction of the cam shaft 26 (referred to below as "cam shaft direction").
  • the first supporting wall 141 supports the cam shaft 26.
  • the first supporting wall 141 supports the cam shaft 26 via a first bearing 27.
  • the second supporting wall 142 supports the cam shaft 26.
  • the second supporting wall 142 supports the cam shaft 26 via a second bearing 28.
  • the first bearing 27 and the second bearing 28 are supported in the cylinder head 14 in a manner that allows the cam shaft 26 to rotate.
  • the outer diameter of the first bearing 27 is larger than the outer diameter of the second bearing 28.
  • the first supporting wall 141 may support the cam shaft 26 without the first bearing 27.
  • the second supporting wall 142 may support the cam shaft 26 without the second bearing 28.
  • the cam shaft 26 includes a first cam shaft end portion 261 and a second cam shaft end portion 262.
  • the first bearing 27 is disposed nearer the first cam shaft end portion 261 in the cam shaft direction than the second cam shaft end portion 262.
  • the second bearing 28 is disposed nearer the second cam shaft end portion 262 in the cam shaft direction than the first cam shaft end portion 261.
  • a cam chain 29 is wound around the cam shaft 26 and the crankshaft 11. Specifically, a first sprocket 31 is attached to the cam shaft 26. The first sprocket 31 is attached to the first cam shaft end portion 261. A second sprocket 32 is attached to the crankshaft 11. The cam chain 29 is wound around the first sprocket 31 and the second sprocket 32.
  • the rotation of the crankshaft 11 is transmitted to the cam shaft 26 via the cam chain 29 whereby the cam shaft 26 rotates.
  • the cam shaft 26 includes a suction cam 263 and an exhaust cam 264.
  • the suction cam 263 and the exhaust cam 264 are disposed in a line in the cam shaft direction.
  • the cam shaft 26 rotates whereby the suction cam 263 and the exhaust cam 264 rotate.
  • the suction cam 263 and the exhaust cam 264 come into contact with the valve mechanism 25 and the valve mechanism 25 is driven by the rotation of the suction cam 263 and the exhaust cam 264.
  • FIG. 3 is a cross-sectional view of the cylinder head 14 on a plane perpendicular to the cam shaft 26.
  • the engine 7 includes an exhaust valve 23 and a suction valve 24.
  • the cylinder head 14 includes a suction port 21 and an exhaust port 22 that communicate with the combustion chamber 17.
  • the exhaust valve 23 and the suction valve 24 are housed in the cylinder head 14.
  • the suction valve 24 opens and closes the suction port 21.
  • the exhaust valve 23 opens and closes the exhaust port 22.
  • the valve mechanism 25 opens and closes the suction valve 24 and the exhaust valve 23.
  • a suction valve spring 241 is attached to the suction valve 24.
  • the suction valve spring 241 urges the suction valve 24 in a direction that causes the suction valve 24 to close the suction port 21.
  • An exhaust valve spring 231 is attached to the exhaust valve 23. The exhaust valve spring 231 urges the exhaust valve 23 in a direction that causes the exhaust valve 23 to close the exhaust port 22.
  • the valve mechanism 25 includes an exhaust rocker shaft 33 and an exhaust rocker arm 34.
  • the exhaust rocker shaft 33 is disposed parallel to the cam shaft 26.
  • the exhaust rocker shaft 33 is supported on the cylinder head 14.
  • the exhaust rocker arm 34 is supported on the exhaust rocker shaft 33 in a manner that enables swinging around the exhaust rocker shaft 33.
  • the exhaust rocker arm 34 is provided in a manner that allows the exhaust valve 23 to operate.
  • the exhaust rocker arm 34 includes an arm body 341, an exhaust roller 342, and an exhaust valve compressing portion 343.
  • the arm body 341 is supported on the exhaust rocker shaft 33 in a manner that enables swinging.
  • One end of the arm body 341 supports the exhaust roller 342 in a rotatable manner.
  • the other end of the arm body 341 supports the exhaust valve compressing portion 343.
  • the exhaust roller 342 comes into contact with the exhaust cam 264 and rotates due to the rotation of the exhaust cam 264.
  • a distal end of the exhaust valve compressing portion 343 faces a stem end 232 of the exhaust valve 23.
  • the valve mechanism 25 includes a suction rocker shaft 35 and a suction rocker arm 36.
  • the suction rocker shaft 35 is disposed parallel to the cam shaft 26.
  • the suction rocker shaft 35 is supported on the cylinder head 14.
  • the suction rocker arm 36 is supported on the suction rocker shaft 35 in a manner that enables swinging around the suction rocker shaft 35.
  • the suction rocker arm 36 is provided in a manner that allows the suction valve 24 to operate.
  • the suction rocker arm 36 includes an arm body 361, a suction roller 362, and a suction valve compressing portion 363.
  • the arm body 361 is supported on the suction rocker shaft 35 in a manner that enables swinging.
  • One end of the arm body 361 supports the suction roller 362 in a rotatable manner.
  • the other end of the arm body 361 supports the suction valve compressing portion 363.
  • the suction roller 362 comes into contact with the suction cam 263 and rotates due to the rotation of the suction cam 263.
  • a distal end of the suction valve compressing portion 363 faces a stem end 242 of the suction valve 24.
  • the engine 7 includes a decompression mechanism 40.
  • FIG. 4 is an enlargement of an assembly (referred to as “cam shaft assembly” below) including the cam shaft 26, the decompression mechanism 40, and the first bearing 27.
  • the decompression mechanism 40 is disposed between the first cam shaft end portion 261 and the second cam shaft end portion 262 in the cam shaft direction.
  • the decompression mechanism 40 is disposed between the first supporting wall 141 and a second supporting wall 142 of the cylinder head 14.
  • FIG. 5 is a perspective view of the cam shaft assembly.
  • FIG. 6 is an exploded view of the cam shaft assembly.
  • the decompression mechanism 40 includes a flange 41, a weight 42, a decompression cam 43, a decompression pin 44, and a return spring 45.
  • the flange 41 is separate from the cam shaft 26 and is fixed to the cam shaft 26.
  • the flange 41 includes a hole 411.
  • the cam shaft 26 is inserted into the hole 411 of the flange 41 and the flange 41 is fixed to the cam shaft 26 by press-fitting.
  • the flange 41 is disposed between the weight 42 and the exhaust cam 264 in the cam shaft direction.
  • the flange 41 includes a first convex portion 412 and a second convex portion 413.
  • a pivot pin 46 is attached to the first convex portion 412.
  • a hole 414 is provided in the second convex portion 413.
  • the decompression cam 43 is inserted into the hole 414 of the second convex portion 413.
  • the weight 42 is disposed between the first bearing 27 and the flange 41 in the cam shaft direction.
  • the weight 42 is supported on the cam shaft 26 in a rotatable manner between a closed state and an open state.
  • FIGS. 7 and 8 are cross-sectional views along line A-A in FIG. 4 .
  • FIG. 7 illustrates the weight 42 in the closed state.
  • FIG. 8 illustrates the weight 42 in the open state.
  • the decompression cam 43 is supported in a rotatable manner on the flange 41.
  • the weight 42 is supported in a rotatable manner on the flange 41 via the pivot pin 46.
  • the weight 42 switches between the closed state and the open state by rotating around the pivot pin 46.
  • the decompression cam 43 is connected to the weight 42 via the decompression pin 44. As a result, the decompression cam 43 rotates in response to the rotation of the weight 42.
  • the decompression cam 43 includes a head portion 431 and a shaft portion 432.
  • the shaft portion 432 is inserted into the hole 414 of the flange 41.
  • the head portion 431 is disposed between the flange 41 and the weight 42.
  • the outer diameter of the head portion 431 is larger than the inner diameter of the hole 414 of the flange 41.
  • the head portion 431 includes a groove portion 433.
  • the groove portion 433 has a shape that is recessed from the end surface of the head portion 431.
  • the groove portion 433 extends from the external peripheral surface of the head portion 431 toward the inside of the head portion 431.
  • An end portion of the decompression pin 44 is disposed inside the groove portion 433.
  • inside signifies the inside in the radial direction.
  • outside signifies outside in the radial direction.
  • the shaft portion 432 includes a cam portion 434.
  • the exhaust cam 264 includes a recessed portion 265, and the recessed portion 265 has a shape that is recessed from the external peripheral surface of the exhaust cam 264 toward the inside of the exhaust cam 264.
  • FIGS. 9 depicts enlargements of the exhaust cam 264.
  • FIG. 10 is side view of the cam shaft assembly.
  • the cam portion 434 is disposed inside the recessed portion 265 of the exhaust cam 264.
  • a cross-section of the cam portion 434 has a shape that is circular with a portion cut out.
  • the decompression cam 43 rotates in response to the rotation of the weight 42.
  • FIG. 9(A) illustrates the decompression cam 43 when the weight 42 is in the open state.
  • FIG. 9(B) illustrates the decompression cam 43 when the weight 42 is in the closed state.
  • the decompression cam 43 switches between a state of coming into contact with the exhaust roller 342 of the valve mechanism 25 and a state of not coming into contact with the exhaust roller 342, in response to the rotation of the weight 42.
  • the entire cam portion 434 of the decompression cam 43 is disposed inside the recessed portion 265 when the weight 42 is in the open state. That is, the cam portion 434 is in a state of not protruding to the outside from the external peripheral surface of the exhaust cam 264 when the weight 42 is in the open state. As a result, the decompression cam 43 does not come into contact with the exhaust roller 342 when the weight 42 is in the open state.
  • a portion of the cam portion 434 of the decompression cam 43 is disposed outside of the recessed portion 265. That is, a portion of the cam portion 434 is in a state of protruding to the outside from the external peripheral surface of the exhaust cam 264 when the weight 42 is in the closed state. As a result, the decompression cam 43 comes into contact with the exhaust roller 342 when the weight 42 is in the closed state.
  • the return spring 45 urges the weight 42 to return to the closed state from the open state.
  • the return spring 45 is a coil spring.
  • the return spring 45 may be another type of spring.
  • the return spring 45 includes a first spring end portion 451 and a second spring end portion 452.
  • the first spring end portion 451 extends in the cam shaft direction.
  • the second spring end portion 452 extends in a direction that is orthogonal to the cam shaft direction.
  • the second spring end portion 452 extends in the circumferential direction of the return spring 45.
  • the first spring end portion 451 is locked to the flange 41.
  • the second spring end portion 452 is locked to the weight 42.
  • a straight line that passes through the center of rotation C1 of the cam shaft 26 and the center of rotation C2 of the weight 42 is assumed to be a vertical axis Y as seen from the axial direction of the cam shaft.
  • a straight line that is orthogonal to the vertical axis Y and passes through the center of rotation C1 of the cam shaft 26 is assumed to be a horizontal axis X.
  • the direction that extends from the center of rotation C1 of the cam shaft 26 toward the center of rotation C2 of the weight 42 among directions parallel to the vertical axis Y is assumed to be a first vertical direction y1.
  • the direction opposite the first vertical direction y1 is assumed to be a second vertical direction y2.
  • One direction among the directions parallel to the horizontal axis X is assumed to be a first horizontal direction x1.
  • the direction opposite the first horizontal direction x1 is assumed to be a second horizontal direction x2.
  • a region located in the first vertical direction y1 from the horizontal axis X and in the first horizontal direction x1 from the vertical axis Y is assumed to be a first region A1.
  • a region located in the second vertical direction y2 from the horizontal axis X and in the first horizontal direction x1 from the vertical axis Y is assumed to be a second region A2.
  • a region located in the second vertical direction y2 from the horizontal axis X and in the second horizontal direction x2 from the vertical axis Y as seen from the cam shaft direction is assumed to be a third region A3.
  • a region located in the first vertical direction y1 from the horizontal axis X and in the second horizontal direction x2 from the vertical axis Y is assumed to be a fourth region A4.
  • FIG. 7 illustrates the weight 42 as seen from the first cam shaft end portion 261 side in the cam shaft direction. Therefore, the aforementioned directions x1, x2, y1, and y2 and the regions A1 to A4 are defined when seen from the first cam shaft end portion 261 side in the cam shaft direction, but the aforementioned directions x1, x2, y1, and y2 and the regions A1 to A4 may also be defined when seen from the second cam shaft end portion 262 side in the cam shaft direction.
  • the weight 42 has a shape that extends along the circumferential direction of the cam shaft 26.
  • the weight 42 is disposed around the cam shaft 26 in the first region A1, the second region A2, and the fourth region A4.
  • the weight 42 has a shape that straddles a plurality of regions among the first to fourth regions A1 to A4 in the circumferential direction of the cam shaft 26.
  • the weight 42 does not include a portion that is disposed in the third region A3 as seen from the cam shaft direction.
  • the weight 42 includes a first weight portion 47 and a second weight portion 48.
  • the first weight portion 47 extends from the center of rotation C2 of the weight 42 in the circumferential direction of the cam shaft 26 and in the first horizontal direction x1.
  • An end portion 471 in the circumferential direction of the first weight portion 47 is located in the first horizontal direction x1 from the vertical axis Y. That is, the entire first weight portion 47 is located in the first horizontal direction x1 from the vertical axis Y.
  • the end portion 471 of the first weight portion 47 is disposed in the second region A2 as seen from the cam shaft direction.
  • the second weight portion 48 extends from the center of rotation C2 of the weight 42 in the circumferential direction of the cam shaft 26 and in the second horizontal direction x2.
  • An end portion 481 in the circumferential direction of the second weight portion 48 is located in the second horizontal direction x2 from the vertical axis Y. That is, the entire second weight portion 48 is located in the second horizontal direction x2 from the vertical axis Y.
  • the end portion 481 of the second weight portion 48 is disposed in the fourth region A4 as seen from the cam shaft direction.
  • the first weight portion 47 is longer than the second weight portion 48 in the circumferential direction of the cam shaft 26. That is, an angle from the center of rotation C2 of the weight 42 to the end portion 471 of the first weight portion 47 around the center of rotation C1 of the cam shaft 26 is greater than an angle from the center of rotation C2 of the weight 42 to the end portion 481 of the second weight portion 48.
  • the first weight portion 47 includes a first portion 421 and a second portion 422.
  • the first portion 421 is disposed in the first region A1 as seen from the cam shaft direction.
  • the second portion 422 is disposed in the second region A2 as seen from the cam shaft direction.
  • the second weight portion 48 is disposed in the fourth region A4.
  • the weight 42 includes a pivot pin support portion 423.
  • the pivot pin support portion 423 is disposed across the first portion 421 and the second portion 422.
  • the pivot pin 46 is attached to the pivot pin support portion 423.
  • the exhaust cam 264 includes a cam lobe 267 that protrudes further to the outside than a base circle 266.
  • a portion of the pivot pin 46 does not overlap the cam lobe 267 as seen from the cam shaft direction. That is, a portion of the pivot pin 46 is located to the outside of the external peripheral surface of the exhaust cam 264 as seen from the cam shaft direction.
  • the pivot pin 46 further includes a portion located on the inside of the base circle 266 as seen from the cam shaft direction.
  • the decompression pin 44 is connected to the first weight portion 47. Specifically, the decompression pin 44 is connected to the second portion 422.
  • the decompression pin 44 is disposed in the second region A2 as seen from the cam shaft direction. A distance between the center of rotation C2 of the weight 42 and the decompression pin 44 as seen from the cam shaft direction is equal to or greater than a distance between the center of rotation C2 of the weight 42 and the center of rotation C1 of the cam shaft 26.
  • FIG. 11 illustrates the cam shaft assembly as seen from the cam shaft direction.
  • the contour of the flange 41 as seen from the cam shaft direction includes a portion larger than the contour of the first bearing 27.
  • the first convex portion 412 protrudes to the outside of the external peripheral surface of the first bearing 27.
  • the first portion 421 of the weight 42 in the closed state includes a first protruding portion 424.
  • the first protruding portion 424 protrudes to the outside of the external peripheral surface of the first bearing 27 as seen from the cam shaft direction.
  • the external peripheral surface of the second portion 422 is located on the inside of the external peripheral surface of the first bearing 27 as seen from the cam shaft direction.
  • the external peripheral surface of the second weight portion 48 is located on the inside of the external peripheral surface of the first bearing 27 as seen from the cam shaft direction.
  • the pivot pin support portion 423 includes a protruding portion 425 that protrudes to the outside of the external peripheral surface of the first bearing 27 as seen from the cam shaft direction.
  • the maximum value of the protrusion length of the protruding portion 425 is greater than the maximum value of the protrusion length of the first protruding portion 424. That is, the protruding portion 425 protrudes more than the first protruding portion 424 in the radial direction of the first bearing 27.
  • the protrusion length signifies the length of protrusion from the external peripheral surface of the first bearing 27 in the radial direction of the first bearing 27.
  • the first bearing 27 includes an inner ring 271 and an outer ring 272.
  • the inner ring 271 is in contact with the cam shaft 26.
  • the outer ring 272 is in contact with the first supporting wall 141 of the cylinder head 14.
  • the weight 42 includes an inner ring contact portion 426.
  • the inner ring contact portion 426 is disposed in line with the inner ring 271 in the cam shaft direction.
  • the inner ring contact portion 426 protrudes toward the inner ring 271 from the surface of the weight 42 adjacent to the first bearing 27.
  • the inner ring contact portion 426 is located further to the inside than the inner peripheral surface of the outer ring 272.
  • the inner ring contact portion 426 is located further to the inside than the inner peripheral surface of the outer ring 272 regardless of whether the weight 42 is in the closed state or the open state.
  • At least a portion of the inner ring contact portion 426 is disposed nearer the center of rotation C2 of the weight 42 than the center of rotation C1 of the cam shaft 26 as seen from the cam shaft direction.
  • the inner ring contact portion 426 is located between the center of rotation C2 of the weight 42 and the cam shaft 26 as seen from the cam shaft direction.
  • the other portions of the weight 42 do not come into contact with the outer ring 272 in a state in which the inner ring contact portion 426 is in contact with the inner ring 271.
  • the inner ring contact portion 426 is disposed across the fourth region A4, the first region A1, and the second region A2 when the weight 42 is in the closed state.
  • the inner ring contact portion 426 includes a first contact portion 426a, a second contact portion 426b, and a third contact portion 426c.
  • the first contact portion 426a is disposed in the first region A1 when the weight 42 is in the closed state.
  • the second contact portion 426b is disposed in the second region A2 when the weight 42 is in the closed state.
  • the third contact portion 426c is disposed in the fourth region A4 when the weight 42 is in the closed state.
  • the surface area of the first contact portion 426a is larger than the surface area of the second contact portion 426b as seen from the cam shaft direction.
  • the surface area of the first contact portion 426a is larger than the surface area of the third contact portion 426c as seen from the cam shaft direction.
  • G1 in FIG. 12 indicates the location of the center of gravity of the weight 42.
  • G2 indicates the location of the center of gravity of the weight 42 when there is no first protruding portion 424. Hatching is provided for the first protruding portion 424 in FIG. 12 .
  • the phrase "when there is no first protruding portion 424" signifies a state in which the hatched portions in FIG. 12 are removed.
  • the chain double-dashed line in FIG. 12 indicates the external peripheral surface of the first bearing 27.
  • the center of gravity G1 of the weight 42 is disposed in the first region A1 as seen from the cam shaft direction.
  • the distance between the center of gravity G1 of the weight 42 and the center of rotation C1 of the cam shaft 26 is greater than the distance between the center of gravity G1 of the weight 42 and the center of rotation C2 of the weight 42.
  • the first protruding portion 424 includes a near portion 424a and a distant portion 424b that are, as seen from the cam shaft direction, respectively nearer to and further away from the center of rotation C2 of the weight 42 in the circumferential direction of the first bearing 27 than the location of the center of gravity G2 of the weight 42 if there were no first protruding portion 424.
  • the amount of protrusion outward from the external peripheral surface of the first bearing 27 is greater in the near portion 424a than in the distant portion 424b.
  • a portion of the inner ring contact portion 426 nearer the center of rotation C2 of the weight 42 than the center of gravity G1 of the weight 42 is larger than a portion of the inner ring contact portion 426 further away from the center of rotation C2 of the weight 42 than the center of gravity G1 of the weight 42.
  • the maximum width of the first contact portion 426a in the radial direction of the cam shaft 26 is greater than the maximum width of the second contact portion 426b in the radial direction of the cam shaft 26.
  • FIG. 13 is a perspective view illustrating the surface on the second cam shaft end portion 262 side of the weight 42.
  • FIG. 14 is side view of the cam shaft assembly as seen from the direction of arrow XIV in FIG. 10 .
  • the maximum thickness of the first portion 421 in the cam shaft direction is greater than the maximum thickness of the second portion 422 in the cam shaft direction.
  • the maximum thickness of the second weight portion 48 in the cam shaft direction is greater than the maximum thickness of the second portion 422 in the cam shaft direction.
  • the first portion 421 includes an inner diameter portion 421a and an outer diameter portion 421b.
  • the inner diameter portion 421a is located on the inside of the outer diameter portion 421b.
  • the thickness of the outer diameter portion 421b in the cam shaft direction is greater than the thickness of the inner diameter portion 421a in the cam shaft direction.
  • the outer diameter portion 421b includes the aforementioned first protruding portion 424. Therefore, the maximum thickness of the first protruding portion 424 in the cam shaft direction is greater than the maximum thickness of the second portion 422 in the cam shaft direction.
  • the maximum thickness of the first protruding portion 424 in the cam shaft direction is greater than the maximum thickness of the second weight portion 48 in the cam shaft direction.
  • the thickness of the first protruding portion 424 in the cam shaft direction is greater than the thickness of the pivot pin support portion 423 in the cam shaft direction.
  • a portion of the weight 42 overlaps the flange 41 as seen from the radial direction of the cam shaft 26.
  • the outer diameter portion 421b of the first portion 421 overlaps the flange 41 as seen from the radial direction of the cam shaft 26.
  • the surface of the second weight portion 48 and the surface of the inner diameter portion 421a on the second cam shaft end portion 262 side face the surface of the flange 41 on the first cam shaft end portion 261 side.
  • the aforementioned head portion 431 of the decompression cam 43 is disposed between the second portion 422 and the flange 41.
  • the pivot pin support portion 423 includes a housing portion 423a and a boss portion 423b.
  • the boss portion 423b protrudes from the housing portion 423a in the cam shaft direction.
  • the thickness of the housing portion 423a in the cam shaft direction is less than the thicknesses of the first portion 421 and the second weight portion 48 in the cam shaft direction. Therefore, the housing portion 423a has a shape that is recessed in the cam shaft direction from the surface of the weight 42.
  • FIG. 15 is a view of the flange 41, the weight 42, and the return spring 45 as seen from the second cam shaft end portion 262 side.
  • the housing portion 423a houses the return spring 45.
  • the boss portion 423b is inserted into the aforementioned return spring 45.
  • a hole 423c is provided in the boss portion 423b.
  • the pivot pin 46 is inserted into the hole 423c of the boss portion 423b.
  • the weight 42 includes a second locking portion 42b.
  • the second locking portion 42b locks the second spring end portion 452 of the return spring 45.
  • the second locking portion 42b is included in the first portion 421.
  • the second locking portion 42b is a stepped portion shaped with regard to the pivot pin support portion 423 in the first portion 421.
  • the flange 41 includes a first locking section 42a.
  • the first locking section 42a locks the first spring end portion 451 of the return spring 45.
  • the first locking section 42a is a portion of the first convex portion 412.
  • the first locking section 42a is formed integrally with the flange 41.
  • the flange 41 is formed integrally to include the first locking section 42a using a manufacturing method such as sintering, forging, or casting.
  • FIG. 16 illustrates the cylinder head 14 in a state in which the head cover 19 is removed.
  • the cylinder head 14 includes a first bearing support hole 143.
  • the first bearing support hole 143 supports the first bearing 27.
  • the first bearing support hole 143 is provided in the first supporting wall 141.
  • the first bearing support hole 143 includes a first recessed portion 144, a second recessed portion 145, and a third recessed portion 146.
  • the first recessed portion 144, the second recessed portion 145, and the third recessed portion 146 are located on the side opposite the crankshaft 11 from the center of the first bearing support hole 143.
  • the first recessed portion 144 has a shape that allows the passage of the first protruding portion 424 and the suction cam 263.
  • the second recessed portion 145 has a shape that allows the passage of the exhaust cam 264.
  • the third recessed portion 146 has a shape that allows the passage of the pivot pin support portion 423.
  • a portion of the first recessed portion 144 may be located on the opposite side of the crankshaft 11 from the center of the first bearing support hole 143, and the other portion of the first recessed portion 144 may be located on the same side as the crankshaft 11 from the center of the first bearing support hole 143.
  • a portion of the second recessed portion 145 may be located on the opposite side of the crankshaft 11 from the center of the first bearing support hole 143, and the other portion of the second recessed portion 145 may be located on the same side as the crankshaft 11 from the center of the first bearing support hole 143.
  • the location in the circumferential direction of the flange 41 with regard to the cam shaft 26 during press-fitting can be set freely. Further, because the flange 41 is a body separate from the cam shaft 26, increases in the sizes of the cam shaft 26 and the valve mechanism 25 and increases in the operating ranges thereof can be suppressed even if the size of the flange 41 is increased. As a result, the degree of freedom for disposing the pivot pin 46 can be improved while making the engine 7 more compact.
  • the decompression cam 43 is supported on the flange 41.
  • the locations of the weight 42 and the decompression cam 43 on the cam shaft 26 can be changed without changing the relative locations of the weight 42 and the decompression cam 43, by merely changing the location of the flange 41 on the cam shaft 26 because the weight 42 and the decompression cam 43 are both supported on the flange 41.
  • the cam shaft 26 that includes the decompression mechanism 40 can be made more compact in the cam shaft direction.
  • the center of gravity G1 of the weight 42 is disposed in the first region A1 as seen from the cam shaft direction.
  • the weight 42 includes a first portion 421 that is disposed in the first region A1 as seen from the cam shaft direction. A portion of the first portion 421 overlaps the flange 41 as seen from the radial direction of the cam shaft 26.
  • the center of gravity G1 of the weight 42 can be provided further away from the center of rotation C1 of the cam shaft 26. Therefore, the centrifugal force acting on the weight 42 increases if the rotation speed of the cam shaft 26 is the same. As a result, opening of the weight 42 due to gravitational force can be suppressed without raising the set rotation speed because the spring force of the return spring 45 is increased.
  • the weight 42 includes the housing portion 423a for housing the return spring 45.
  • the cam shaft 26 that includes the decompression mechanism 40 can be made more compact in comparison to when the housing portion 423a is provided on the outside of the weight 42.
  • the housing portion 423a has a recessed shape that is recessed in the cam shaft direction from the surface of the weight 42. As a result, the cam shaft 26 that includes the decompression mechanism 40 can be made more compact in the cam shaft direction.
  • the flange 41 includes the first locking section 42a that locks the first spring end portion 451 of the return spring 45.
  • the first locking section 42a is formed integrally with the flange 41. As a result, the manufacturing of the decompression mechanism 40 can be facilitated in comparison to when a shape for locking the first locking section 42a of the return spring 45 is processed into the flange 41.
  • the contour of the flange 41 as seen from the cam shaft direction includes a portion larger than the contour of the first bearing 27. Specifically, the first convex portion 412 of the flange 41 protrudes to the outside of the external peripheral surface of the first bearing 27. In this case, the degree of freedom for disposing the pivot pin 46 can be improved.
  • the pivot pin 46 is attached to the flange 41 that is a body separate from the exhaust cam 264. As a result, the pivot pin 46 can be disposed in a location that does not overlap the cam lobe 267.
  • the shape of the weight 42 is not limited to the shape of the above embodiment and may be changed.
  • the length in the circumferential direction of the weight can be made shorter than that of the weight 42 of the above embodiment.
  • a circumferential direction end portion 471 of the first weight portion 47 may be disposed in the first region A1.
  • the length in the circumferential direction of the weight can be made longer than that of the weight 42 of the above embodiment.
  • the circumferential direction end portion 471 of the first weight portion 47 may be disposed in the third region A3.
  • the first protruding portion 424 of the weight 42 may be omitted. That is, the first portion 421 may be located on the inside of the external peripheral surface of the first bearing 27 as seen from the cam shaft direction.
  • the center of gravity G1 of the weight 42 is not limited to the disposition in the first region A1 and may be disposed in another region.
  • the center of gravity G1 of the weight 42 may be disposed in the second region A2.
  • the location of the pivot pin 46 is not limited to the location of the above embodiment and may be changed.
  • the entire pivot pin 46 may be disposed in a location that does not overlap the cam lobe 267. That is, the entire pivot pin 46 may be disposed to the outside of the external peripheral surface of the cam lobe 267.
  • the shape of the inner ring contact portion is not limited to the shape of the above embodiment and may be changed. Alternatively, the inner ring contact portion of the weight 42 may be omitted.
  • the housing portion for housing the return spring may be provided on the flange instead of the on the weight.
  • the housing portion preferably has a recessed shape that is recessed from the surface of the flange in the axial direction of the cam shaft.
  • the vehicle according to the present invention is not limited to a scooter and may be another type of motorcycle such as a sports type, an off-road type, or a moped.
  • the motorcycle is not limited to two wheels and includes a vehicle with three wheels.
  • the vehicle according to the present invention is preferably a saddle-ridding vehicle such as a motorcycle, an all-terrain vehicle, or a snowmobile, the vehicle may also be a vehicle other than a saddle-ridding vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (9)

  1. Motor (7), der umfasst:
    einen Zylinderkopf (14);
    ein Auslassventil, das im Inneren des Zylinderkopfes (14) aufgenommen ist;
    einen Ventil-Mechanismus (25) zum Öffnen und Schließen des Auslassventils;
    eine Nockenwelle (26), mit der der Ventil-Mechanismus (25) angetrieben wird, wenn sie in Kontakt mit dem Ventil-Mechanismus (25) kommt;
    ein Lager (27), das die Nockenwelle (26) drehbar an dem Zylinderkopf (14) lagert; und
    einen Dekompressions-Mechanismus (40), der zwischen beiden Enden der Nockenwelle (26) in einer axialen Richtung der Nockenwelle (26) angeordnet ist;
    wobei der Dekompressions-Mechanismus (40) enthält:
    einen Flansch (41), der ein von der Nockenwelle (26) separater Körper ist und der auf die Nockenwelle (26) aufgepresst ist;
    einen Drehbolzen (46), der an dem Flansch (41) angebracht ist;
    ein Gewicht (42), das über den Drehbolzen (46) zwischen einem geschlossenen Zustand und einem geöffneten Zustand drehbar an dem Flansch (41) gelagert ist; und
    einen Dekompressions-Nocken (43), der so eingerichtet ist, dass er in Reaktion auf eine Drehung des Gewichtes (42) zwischen einem Zustand, in dem er mit dem Ventil-Mechanismus (25) in Kontakt kommt, und einem Zustand wechselt, in dem er nicht mit dem Ventil-Mechanismus (25) in Kontakt kommt,
    dadurch gekennzeichnet, dass
    ein Abschnitt des Gewichtes (42), in einer radialen Richtung der Nockenwelle (26) gesehen, den Flansch (41) überlappt.
  2. Motor nach Anspruch 1, wobei:
    der Dekompressions-Nocken (43) an dem Flansch (41) gelagert ist.
  3. Motor nach Anspruch 1 oder 2, wobei:
    wenn angenommen wird, dass eine gerade Linie, die durch einen Drehmittelpunkt (C1) der Nockenwelle (26) und durch einen Drehmittelpunkt (C2) des Gewichtes (42) hindurch verläuft, eine vertikale Achse (Y) ist, und angenommen wird, dass eine gerade Linie, die rechtwinklig zu der vertikalen Achse (Y) ist und die durch den Drehmittelpunkt (C1) der Nockenwelle (26) hindurch verläuft, eine horizontale Achse (X) ist, und wenn angenommen wird, dass, in der axialen Richtung der Nockenwelle (26) gesehen, von Richtungen parallel zu der vertikalen Achse (Y) eine Richtung von dem Drehmittelpunkt (C1) der Nockenwelle (26) zu dem Drehmittelpunkt (C2) des Gewichtes (42) eine erste vertikale Richtung ist, und angenommen wird, dass eine Richtung parallel zu der horizontalen Achse (X) eine erste horizontale Richtung ist,
    ein Schwerpunkt (G1) des Gewichtes (42) in einem ersten Bereich (A1) angeordnet ist, der, in der axialen Richtung der Nockenwelle (26) gesehen, in der ersten vertikalen Richtung (y1) von der horizontalen Achse (X) und in der ersten horizontalen Richtung (x1) von der vertikalen Achse (Y) liegt;
    das Gewicht (42) einen ersten Abschnitt (421) enthält, der, in der axialen Richtung der Nockenwelle (26) gesehen, in dem ersten Bereich (A1) angeordnet ist; und
    wenigstens ein Abschnitt (421 b) des ersten Abschnitts (421), in der radialen Richtung der Nockenwelle (26) gesehen, den Flansch (41) überlappt.
  4. Motor nach einem der Ansprüche 1 bis 3, wobei:
    der Dekompressions-Mechanismus (40) des Weiteren eine Rückstellfeder (45) enthält, mit der das Gewicht (42) so gedrückt wird, dass es von dem offenen Zustand in den geschlossenen Zustand zurückkehrt; und
    das Gewicht (42) oder der Flansch (41) einen Aufnahmeabschnitt (423a) zum Aufnehmen der Rückstellfeder (45) enthält.
  5. Motor nach Anspruch 4, wobei
    der Aufnahmeabschnitt (423a) eine vertiefte Form hat, die in der axialen Richtung der Nockenwelle (26) von einer Oberfläche des Gewichtes (42) oder des Flansches (41) her vertieft ist.
  6. Motor nach Anspruch 4 oder 5, wobei
    der Flansch (41) einen Arretierabschnitt (42b) zum Arretieren an einem Endabschnitt (452) der Rückstellfeder (45) enthält, und
    der Arretierabschnitt (42b) integral mit dem Flansch (41) ausgebildet ist.
  7. Motor nach einem der Ansprüche 1 bis 6, wobei
    die Kontur des Flansches (41), in der axialen Richtung der Nockenwelle (26) gesehen, größer ist als die Kontur des Lagers (27).
  8. Motor nach einem der Ansprüche 1 bis 7, wobei
    die Nockenwelle (26) einen Auslass-Nocken (264) enthält, der in Kontakt mit dem Ventil-Mechanismus (25) kommt,
    der Auslass-Nocken (264) eine Nockenerhebung (267) enthält, die von einem Grundkreis (266) nach außen vorsteht, und
    wenigstens ein Abschnitt des Drehbolzens (46), in der axialen Richtung der Nockenwelle (26) gesehen, die Nockenerhebung (267) nicht überlappt.
  9. Fahrzeug (1), das einen Motor (7) nach einem der Ansprüche 1 bis 8 umfasst.
EP15163608.1A 2014-05-27 2015-04-15 Motor und fahrzeug Active EP2949888B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2014108986A JP2015224578A (ja) 2014-05-27 2014-05-27 エンジン及び車両

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EP2949888A2 EP2949888A2 (de) 2015-12-02
EP2949888A3 EP2949888A3 (de) 2016-01-27
EP2949888B1 true EP2949888B1 (de) 2017-03-01

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EP (1) EP2949888B1 (de)
JP (1) JP2015224578A (de)
CN (1) CN105317500B (de)
TW (1) TWI605188B (de)

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WO2023161950A1 (en) * 2022-02-28 2023-08-31 Tvs Motor Company Limited Camshaft assembly for an internal combustion engine and the internal combustion engine thereof

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TWI655360B (zh) * 2017-06-29 2019-04-01 三陽工業股份有限公司 具減壓裝置之引擎
CN108442989B (zh) * 2018-03-15 2019-07-12 罗守磊 一种引擎开发用可调凸轮轴
AU2018431113A1 (en) 2018-07-05 2021-01-21 Honda Motor Co., Ltd. Engine decompression device and engine
TWM580123U (zh) * 2018-11-30 2019-07-01 光陽工業股份有限公司 內燃機的減壓裝置
TWI675147B (zh) * 2019-04-23 2019-10-21 宏佳騰動力科技股份有限公司 減壓裝置
TWI816429B (zh) * 2022-06-09 2023-09-21 光陽工業股份有限公司 內燃機的減壓裝置

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US20040003791A1 (en) * 2002-07-08 2004-01-08 Giuseppe Ghelfi Compression release mechanism
JP4234653B2 (ja) * 2004-09-03 2009-03-04 ヤマハ発動機株式会社 エンジンのデコンプ装置
JP2006291778A (ja) * 2005-04-07 2006-10-26 Yamaha Motor Co Ltd デコンプ装置及び車両
JP4887200B2 (ja) 2006-08-08 2012-02-29 本田技研工業株式会社 デコンプ装置を備えたエンジン
JP4540655B2 (ja) 2006-11-24 2010-09-08 本田技研工業株式会社 デコンプ装置を備える内燃機関
JP5171521B2 (ja) * 2008-09-30 2013-03-27 本田技研工業株式会社 エンジンの可変動弁装置

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WO2023161950A1 (en) * 2022-02-28 2023-08-31 Tvs Motor Company Limited Camshaft assembly for an internal combustion engine and the internal combustion engine thereof

Also Published As

Publication number Publication date
EP2949888A3 (de) 2016-01-27
JP2015224578A (ja) 2015-12-14
CN105317500B (zh) 2017-11-03
TW201604384A (zh) 2016-02-01
CN105317500A (zh) 2016-02-10
TWI605188B (zh) 2017-11-11
EP2949888A2 (de) 2015-12-02

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