JP2002129912A - Valve system of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a high durability to the cam and the supporting ax of the valve system of engine without using a special material or a surface treatment. SOLUTION: This system consists of a timing transmission device 22a and a cam 26 which has a cam 26 connected to the driven side of this timing transmission device 26 as and transmits a rotating power of this cam 26 too to the intake and exhaust valves 18i, 18e as an opening and closing power of those valves. In this valve system of engine, the cam 26 is kept in free rotation at the center of a supporting ax 29 which is supported in free rotation in its both ends and reduces the rotation speed difference between those of cam 26 and supporting ax 29 when the cam 26 rotates.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a timing transmission connected to a crankshaft and a cam connected to a driven side of the timing transmission. The present invention relates to a valve train for an engine, comprising a cam device for transmitting to an exhaust valve.

[0002]

2. Description of the Related Art Such a valve operating mechanism of an engine is already known, for example, as disclosed in JP-A-8-177416.

[0003]

In a conventional valve train of an engine, the cam is rotatably supported by a support shaft fixed to the engine body. In order to ensure the durability of the rotating sliding part, there were many places where it was difficult to select a material and treat the surface of the rotating sliding surface.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a valve train for an engine capable of providing a cam support with high durability without using any special material or surface treatment. The purpose is to:

[0005]

In order to achieve the above object, the present invention comprises a timing transmission connected to a crankshaft, and a cam connected to a driven side of the timing transmission.
And a cam device for transmitting the rotational force of the cam to the intake and exhaust valves as an opening / closing force. In the valve operating mechanism of the engine, the cam is provided at an intermediate portion of a support shaft rotatably supported at both ends by the engine body. The first feature is that it is rotatably supported.

According to the first feature, since the cam and the support shaft are freely rotatable individually, during the rotation of the cam by the timing transmission, the support shaft is rotated by being dragged by the friction. The difference in rotation speed between the cam and the support shaft is reduced, and wear of the rotary sliding portion can be reduced. Therefore, it is possible to contribute to improvement of the durability of the cam and the support shaft without using any special material or surface treatment.

According to the present invention, in addition to the first feature, the cam is formed integrally with a driven pulley of the timing transmission device supported on the support shaft together with the cam. A second feature is that the device is made to face an oil tank containing an oil slinger that stores lubricating oil and scatters the oil.

According to the second feature, the oil scattered by the oil slinger in the oil tank is sprinkled on a part of the timing transmission, and the oil is scattered by the operation of the timing transmission. It is carried to the cams where they can be lubricated.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIG. 1 is a perspective view showing an example of use of the hand-held four-stroke engine of the present invention, FIG. 2 is a longitudinal side view of the four-stroke engine, FIG. 3 is a sectional view taken along line 3-3 of FIG. 4 is a sectional view taken along line 4-4 of FIG. 2, FIG. 5 is an enlarged sectional view of a main part of FIG. 2, FIG. 6 is an exploded view of a main part of FIG. 5, and FIG.
7, FIG. 8 is a sectional view taken along the line 8-8 in FIG. 4, and FIG.
10 is a sectional view taken along line 9-9, FIG. 10 is a view taken in the direction of arrow 10-10 in FIG. 5 (bottom view of the head cover), and FIG.
FIG. 12 is a lubricating path diagram of the engine, and FIG.
FIG. 14 is a view corresponding to FIG. 4 showing the inverted state of the engine, and FIG. 14 is a view corresponding to FIG. 4 showing the sideways state of the engine.

As shown in FIG. 1, a hand-held type four-stroke engine E is mounted on a drive unit of the power trimmer T as a power source, for example. Since the power trimmer T is used with the cutter C oriented in various directions depending on the working state, the engine E is also tilted or inverted upside down each time, and the driving posture is not constant.

First, the structure of the periphery of the hand-held four-stroke engine E will be described with reference to FIGS.

A carburetor 2 and an exhaust muffler 3 are attached to the engine body 1 of the hand-held four-stroke engine E before and after it, respectively, and an air cleaner 4 is attached to an inlet of the carburetor 2 at an intake path. A fuel tank 5 made of synthetic resin is attached to the lower surface of the engine body 1. The crankshaft 13 has both ends protruding outward from both sides of the engine body 1 and the oil tank 40 adjacent to one side of the engine body 1, and a driven member 84 fixed to one end thereof.
A recoil starter 42 that can be transmitted and connected to the oil tank 40 is mounted on the outer surface of the oil tank 40.

A cooling fan 43 also serving as a flywheel is fixed to the other end of the crankshaft 13. A plurality of mounting bosses 46 (one of them is shown in FIG. 2) are formed on the outer surface of the cooling fan 43, and a centrifugal shoe 47 is pivotally supported on each of the mounting bosses 46 in a swingable manner. Is done. The centrifugal shoe 47 constitutes a centrifugal clutch 48 together with a clutch drum 48 fixed to a drive shaft 50 described later. When the rotation speed of the crankshaft 13 exceeds a predetermined value, the centrifugal shoe 47 starts centrifugal rotation of its own. The force comes into pressure contact with the inner peripheral wall of the clutch drum 48 to transmit the output torque of the crankshaft 13 to the drive shaft 50. The cooling fan 43 has a larger diameter than the centrifugal clutch 48.

An engine cover 51 for covering the engine body 1 and the accessories other than the fuel tank 40 is fixed in place on the engine body 1, and a cooling air intake 19 is provided between the engine cover 51 and the fuel tank 5. Can be Therefore, by the rotation of the cooling fan 43, outside air is taken in from the cooling air intake 19, and is used for cooling each part of the engine E.

A frustum-shaped bearing holder 58 coaxially arranged with the crankshaft 6 is fixed to the engine cover 51. The bearing holder 58 supports a driving shaft 50 for rotating the cutter C via a bearing 59. I do.

The oil tank 40 and the starter 42 are arranged on one side, and the cooling fan 43 and the centrifugal clutch 49 are arranged on the other side, with the engine body 1 interposed therebetween. Is good, the center of gravity of the engine E can be brought close to the center of the engine body 1, and the maneuverability of the engine E is improved.

A cooling fan 43 having a larger diameter than the centrifugal shoe 47 is provided between the engine body 1 and the centrifugal shoe 47.
Is fixed to the crankshaft 13, so that the size of the engine E due to the cooling fan 43 can be avoided as much as possible.

Next, the engine body 1 and the oil tank 4
The structure of No. 0 will be described with reference to FIGS. 2 to 5, FIGS. 6, 10 and 11.

2 to 5, the engine body 1 is
The cylinder block 7 includes a crankcase 6 having a crank chamber 6a, a cylinder block 7 having one cylinder bore 7a, and a cylinder head 8 having a combustion chamber 8a and intake and exhaust ports 9, 10 opening to the chamber 8. A large number of cooling fins 38 are formed on the outer periphery of the cylinder head 8.

Crankshaft 1 housed in crankcase 6a
3 is rotatably supported on the left and right side walls of the crankcase 6 via ball bearings 14 and 14 '. At this time, the ball bearing 14 on the left side is sealed.
An oil seal 17 is disposed adjacent to the outside of the right ball bearing 14 '. A piston 15 fitted in the cylinder bore 7a is connected to the crankshaft 13 via a connecting rod 16 as usual.

An oil tank 40 adjacent to the outside of the crankcase 6 is integrally connected to the left side wall of the crankcase 6 so that the end of the crankshaft 13 on the side of the sealed ball bearing 14 passes through the oil tank 40. Be placed. Then, the oil tank 40 penetrated by the crankshaft 13
An oil seal 39 is attached to the outer wall of the.

On the ceiling wall of the oil tank 40, a belt guide cylinder 86 having a flat cross section extending vertically and penetrating therethrough and having both upper and lower ends open is integrally provided. The lower end of the belt guide cylinder 86 extends to the vicinity of the crankshaft 13 in the oil tank 40, and the upper end is integrally connected to the cylinder head 8 so as to share the partition wall 85 with the cylinder head 8. . A series of annular seal beads 87 are provided around the upper end of the cylinder head 8 and the belt guide cylinder 86.
Are formed, and the partition 85 protrudes upward from the seal bead 87.

On the other hand, as shown in FIGS. 6, 10 and 11, an annular seal groove 88a corresponding to the seal bead 87 is formed on the lower end face of the head cover 36.
6, a linear seal groove 88b communicating between both sides of the annular seal groove 88a is formed, an annular packing 89a is mounted on the annular seal groove 88a, and an annular packing is mounted on the linear seal groove 88b. A linear packing 89b integrally formed with the 89a is mounted. A seal bead 87 is provided on the annular packing 89a, and a linear packing 89b is provided.
The head cover 36 is connected to the cylinder head 8 by bolts 37 so that the partition walls 85 are pressed against each other.

The first valve operating chamber 21a is formed by the belt guide cylinder 86 and one half of the head cover 36, and the second valve operating chamber 21 is formed by the cylinder head 8 and the other half of the head cover 36.
b are respectively defined, and both valve chambers 21a and 21b are partitioned by the partition wall 85.

Referring again to FIG. 2 to FIG.
The oil tank 40 is divided into an upper block Ba and a lower block Bb on a plane passing through the axis of the crankshaft 13 and orthogonal to the axis of the cylinder bore 7a. That is, the upper block Ba is an upper half of the crankcase 6,
The cylinder block 7, the cylinder head 8, the upper half of the oil tank 40 and the belt guide cylinder 86 are integrally connected. The lower block Bb includes a lower half of the crankcase 6 and a lower half of the oil tank 40. The upper and lower blocks Ba and Bb are individually cast, each part is processed, and then a plurality of bolts 1 are formed.
2 (see FIG. 4).

The cylinder head 8 is provided with an intake valve 18i and an exhaust valve 18e for opening and closing the intake port 9 and the exhaust port 10, respectively, in parallel with the axis of the cylinder bore 7a. Is screwed in close proximity to the center.

Next, the intake valve 18i and the exhaust valve 18e
The valve mechanism 22 for driving the opening and closing of the valve will be described with reference to FIGS.

The valve operating mechanism 22 includes a timing transmission 22a disposed from the inside of the oil tank 40 to the first valve operating chamber 21a, and a first valve operating chamber 21a to a second valve operating chamber 21b.
And a cam device 22b disposed over the same.

The timing transmission 22a includes an oil tank 40
And a driven pulley 24 rotatably supported on the upper part of a belt guide cylinder 86, a timing belt 25 wound around these driven and driven pulleys 23, 24. A cam 26 forming a part of the cam device 22b is integrally connected to an end face of the driven pulley 24 on the partition 85 side. The driving and driven pulleys 23 and 24 are toothed,
Drives the driven pulley 24 via the belt 25 with a reduction ratio of 1/2.

The outer wall of the belt guide tube 86 is integrally formed with a support wall 27 which stands inside the annular seal bead 87 and is in contact with or close to the inner surface of the head cover 36. Both ends of the support shaft 29 are rotatably supported by the through hole 28a provided and the bottomed hole 28b provided in the partition 85, and the driven pulley 24 and the cam 26 are rotatably supported at an intermediate portion of the support shaft 29. Is done. Before the head cover 36 is attached, the support shaft 29 is
a into the driven pulley 24 and the shaft hole 35 and the bottomed hole 28b of the cam 26. When the head cover 36 is joined to the cylinder head 8 and the belt guide cylinder 86 after the insertion, the inner surface of the head cover 36 is The shaft 29 faces the outer end of the shaft 29 to prevent the shaft 29 from coming off.

A pair of bearing bosses 30i and 30e projecting in parallel with the support shaft 29 are formed integrally with the partition 85 on the second valve chamber 21b side.
6, an intake rocker shaft 31i and an exhaust rocker shaft 31 rotatably supported by the bearing bosses 30i and 30e, respectively.
e and the rocker shafts 31i and 31 in the first valve chamber 21a.
e, an intake cam follower 22i and an exhaust cam follower 22e, each of which has a tip slidably in contact with the lower surface of the cam 26, and a second valve chamber 21b which is respectively fixed to the other end of the intake and exhaust rocker shafts 31i, 31e. An intake rocker arm 33i and an exhaust rocker arm 33e whose leading ends contact the upper ends of the intake valve 18i and the exhaust valve 18e, and an intake spring 34i mounted on the intake valve 18i and the exhaust valve 18e to urge them in the valve closing direction. And exhaust spring 3
4e.

When the driving pulley 23 rotating together with the crankshaft 13 rotates the driven pulley 24 and the cam 26 via the belt 25, the cam 26 causes the intake and exhaust cam followers 32i and 32e to rotate at appropriate times. Rocking, and the rocking of each rocker shaft 31i, 31
e, and is transmitted to the intake and exhaust rocker arms 33i, 33e through the intake and exhaust springs 34i, 34e.
i, 18e can be opened and closed as needed.

In the timing transmission 22a, the driven pulley 24 and the cam 26 are rotatably supported on the support shaft 29, and the support shaft 29 is also rotatably supported on both side walls of the first valve chamber 21a. During the rotation of the driven pulley 24 and the cam 26, the spindle 29 is also rotated by being dragged by the friction, so that the rotation speed difference between the driven pulley 24 and the cam 26 and the spindle 29 is reduced, and Wear can be reduced. Therefore, it is possible to contribute to improvement of the durability of the cam 26 and the support shaft 29 without using any special material or surface treatment.

Next, the lubrication system of the engine E will be described with reference to FIGS.

4 and 5, the oil tank 40
, A specified amount of lubricating oil O injected from the oil supply port 40a is stored. In this oil tank 40,
A pair of oil slinger 56a, 56b arranged in the axial direction with the drive pulley 23 interposed therebetween is fixed to the crankshaft 13 by press fitting or the like. These oil slinger 56a, 56
b are directed so as to be opposite to each other in the radial direction and are bent so that their tips are separated from each other in the axial direction. When driven by the crankshaft 13, the oil slinger 56a, At least one of 56b agitates and scatters the stored oil O in the oil tank 40 to generate an oil mist. At this time, the generated oil droplets are dispersed in the first valve chamber 21.
a the timing transmission 22 exposed in the oil tank 40 from a
The lubrication system 22a is configured to directly lubricate the timing transmission 22a by sprinkling on a part of the valve train a or entering the first valve chamber 21a. This is one lubrication system.

Another lubrication system, as shown in FIGS. 3 to 5 and 12, has a through hole 55 provided in the crankshaft 13 for communicating between the inside of the oil tank 40 and the crank chamber 6a. , The lower portion of the crank chamber 6a is connected to the second valve chamber 21b.
An oil feed conduit 60 disposed outside of the engine body 1 to be connected to a lower portion of the engine body; an oil recovery chamber 74 provided in the cylinder head 8 for sucking up oil liquefied and accumulated in the second valve chamber 21b; First oil recovery chamber 74
An oil return passage 78 formed between the cylinder head 8 and the oil tank 40 so as to communicate with the oil tank 40 via the valve operating chamber 21a, and is provided below the crank chamber 6a from the crank chamber 6a to the oil feed conduit 60. And a one-way valve 61 that allows the flow of oil mist only in one direction.

The opening end 55a of the through hole 55 into the oil tank 40 is formed so that the tank 55 is always exposed to the level of the oil O in the oil tank 40 regardless of the posture of the engine E. It is arranged at the center of 40 or in the vicinity thereof. The drive pulley 23 to which the crankshaft 13 is fixed and one oil slinger 56a are connected to the open end 55.
a so as not to block the opening a.

The one-way valve 61 (see FIG. 3) comprises a reed valve in the illustrated example, and closes when the pressure in the crank chamber 6a becomes negative due to the reciprocation of the piston 15, and becomes positive. When the valve is opened.

The lower end of the oil feed conduit 60 is connected to a lower connecting pipe 62a (FIG. 3) projecting from the outer surface of the crankcase 6.
), And the upper end is fitted and connected to an upper connecting pipe 62b (see FIGS. 4 and 8) protruding from the outer surface of the cylinder head 8. On the one hand, the inside of the upper connection pipe 62b communicates with the lower part of the second valve chamber 21b via a communication passage 63 (see FIGS. 8 and 9) having a large passage area in which the cylinder head 8 is formed. It communicates with the oil return passage 78 via an orifice-like bypass 64 (see FIG. 8).

As shown in FIGS. 5, 10 and 11, on the ceiling wall of the head cover 36, a partition plate 65 defining a breather chamber 69 is provided at an upper portion inside the cover 36 so as to protrude from the ceiling wall. The breather chamber 69 has a flow passage area protruding toward the second valve chamber 21 b formed integrally with the partition plate 65. Large communicating pipe 68 and partition plate 6
5 is communicated with the second valve chamber 21b through a gap g with the inner surface of the head cover 36, and is communicated through the breather pipe 70 into the air cleaner 4. The breather chamber 69 is where gas-liquid separation of mixed oil and blow-by gas is performed. A maze wall 72 for facilitating the gas-liquid separation protrudes from the inner surface of the ceiling wall of the head cover 36.

The partition plate 65 is welded with a box-shaped partition 79 having a T-shape in plan view and open on one side, which defines the oil recovery chamber 74 between the partition plate 65 and the upper surface thereof. The chamber 74 is also T-shaped.

The partition plate 65 has a T
Two suction pipes 75 communicating with two places corresponding to both ends of the character-shaped horizontal bar, respectively, are integrally protruded. These suction pipes 75 have their respective tips extending to the vicinity of the bottom surface of the second valve chamber 21b.
5a.

On the upper wall of the partition body 79, three suction pipes 76 communicating with three points corresponding to the tips of the T-shaped horizontal and vertical rods of the oil recovery chamber 74, respectively, are integrally protruded. . Each of the suction pipes 76 has its tip extending to the vicinity of the ceiling surface of the breather chamber 69, and the opening at the tip thereof is an orifice 76a.

Further, an orifice 80 is formed in the upper wall of the partition body 79 so as to communicate the recess 65a on the upper surface with the oil recovery chamber 74.

The partition plate 65 has an oil recovery chamber 74.
A single conduit 81 communicating with a portion corresponding to the tip of the T-shaped vertical bar is integrally protruded, and the tip of the conduit 81 is
The oil return passage 78 is fitted through a grommet 82 to an inlet 78a of the oil return passage 78 which is opened on the bottom surface of the second valve chamber 21b. Thus, the oil recovery chamber 74 is connected to the oil return passage 78. The conduit 81 is disposed adjacent to one inner surface of the second valve chamber 21b, and an orifice for sucking up oil that communicates the second valve chamber 21b into the conduit 81 at a portion adjacent to the inner surface. 81a is drilled.

Since the breather chamber 69 communicates with the inside of the air cleaner 4 through the breather pipe 70,
During the operation of the engine E, the pressure in the breather chamber 69 is maintained at substantially the atmospheric pressure, and the second valve chamber 21b communicating with the breather chamber 69 via the communication pipe 68 having a small flow path resistance is substantially the same as the breather chamber 69. Pressure.

During the operation of the engine E, the crank chamber 6a
Since only the positive pressure component of the pressure pulsation generated by the elevation of the piston 15 is discharged from the one-way valve 61 to the oil feed conduit 60, the crank chamber 6a is in a negative pressure state on average, and the second valve receives the positive pressure. Since the chamber 21b communicates with the breather chamber 69 via the communication pipe 68 having a small flow path resistance, the pressure is substantially the same as that of the breather chamber 69. The negative pressure in the crank chamber 6a is transmitted to the oil tank 40 via the through hole 55 of the crankshaft 13 and further transmitted to the oil recovery chamber 74 via the oil return passage 78.
The pressure is lower than the valve operating chamber 21b and the breather chamber 69, and the oil tank 40 and the first valve operating chamber 21a are at a lower pressure than the oil recovery chamber 74.

Therefore, as shown in FIG. 12, the pressure in the crank chamber 6a is Pc and the pressure in the oil tank 40 is Pc.
o, the pressure in the first valve chamber 21a is Pva, and the pressure in the second valve chamber 21a is Pva.
Assuming that the pressure of b is Pvb, the pressure of the oil recovery chamber 74 is Ps, and the pressure of the breather chamber 69 is Pb, the magnitude relation can be expressed by the following equation.

Pvb = Pb>Ps> Po = Pva> Pc
As a result, the pressure in the second valve chamber 21b and the breather chamber 69 moves to the oil recovery chamber 74 through the suction pipes 75 and 76 and the orifice 80, further to the oil tank 40 through the oil return passage 78, and to the crank chamber 6a. .

During operation of the engine E, the oil slinger 56a, 56b rotated by the crankshaft 13 in the oil tank 40 agitates and scatters the lubricating oil O to generate an oil mist. The oil droplets generated at that time are part of the timing transmission 22 a exposed from the belt guide cylinder 86 into the oil tank 40, that is, the drive pulley 2.
3 and a part of the timing belt 25, or enters the first valve chamber 21a, and the timing transmission 22a
Is directly lubricated as described above. If oil droplets sprinkle on a part of the timing transmission 22a,
The oil is carried along with the operation of the timing transmission 22a as well as the cam 26 as well as the entire device 22a, and can effectively lubricate them.

The oil mist generated in the oil tank 40 is sucked into the crank chamber 6a through the through hole 55 of the crankshaft 13 and lubricates around the piston 15 of the crankshaft 13 in accordance with the above-mentioned flow of pressure. Then piston 15
When the pressure in the crank chamber 6a becomes positive due to the pressure drop, the oil mist rises along with the blow-by gas generated in the crank chamber 6a through the oil feed conduit 60 and the communication passage 63 by the opening of the one-way valve 61, and rises in the second valve chamber 21b. To lubricate each part of the cam device 22b in the chamber 21b, that is, the intake and exhaust rocker arms 33i and 33e.

In this case, part of the oil mist passing through the communication passage 63 is short-circuited from the orifice-like bypass 64 to the oil return passage 78. Therefore, by appropriately setting the flow path resistance of the bypass 64, the amount of oil mist supplied to the second valve chamber 21b can be adjusted.

When the oil mist and the blow-by gas in the second valve chamber 21 b pass through the communication pipe 68 and the gap g around the partition plate 65 and move to the breather chamber 69, the expansion action and the maze wall 72 occur. The gas is separated from the gas by the collision action, and the blow-by gas passes through the breather pipe 70 and the air cleaner 4 in order during the intake stroke of the engine E.
Inhaled.

When the engine E is in the upright state, the oil liquefied in the breather chamber 69 is filled with the depression 65 on the upper surface of the partition 79.
The fluid is collected in the communication valve 68 or the gap g and is collected on the bottom surface of the second valve chamber 21b, and is sucked up into the oil recovery chamber 74 by the orifice 80 and the suction pipe 75 waiting at those places. When the engine E is in an inverted state, the liquefied oil accumulates on the ceiling surface of the head cover 36.
Thereby, it is sucked up into the oil recovery chamber 74.

The oil thus sucked into the oil recovery chamber 74 returns to the oil tank 40 from the conduit 81 through the oil return passage 78. In this case, when the oil return passage 78 is communicated with the oil tank 40 through the second valve chamber 21b as shown in the illustrated example, the oil that has exited the oil return passage 78 is sprinkled on the timing transmission 22a. This also contributes to lubrication, which is convenient.

The breather 69 is defined between the ceiling surface of the head cover 36 and a partition plate 65 attached to the inner wall of the head cover 36. The oil recovery chamber 74 is provided between the upper surface of the partition plate 65 and the oil recovery chamber 74. Since it is defined between the partition body 79 to be welded thereto and the ceiling wall of the head cover 36, the head cover 36 is not divided.
, An oil recovery chamber 74 and a breather 69 can be provided. Moreover, the breather 69 and the oil recovery chamber 7
4 is present in the head cover 36, so that even if there is some oil leakage from both chambers 69 and 74,
The oil only returns to the second valve chamber 21b without causing any trouble, and an oil tight inspection around the two chambers 69 and 74 becomes unnecessary, and the production cost can be reduced.

Further, the partition body 79 can be welded to the partition plate 65 before the partition plate 65 is attached to the head cover 36, so that the oil recovery chamber 74 can be easily formed in the partition plate 65. it can.

Further, since the oil suction pipes 75 and 76 are formed integrally with the partition plate 65 and the partition body 79, respectively, the oil suction pipes 75 and 76 can be easily formed.

On the other hand, in the oil tank 40, the engine E
As shown in FIG. 13, when the storage oil O is turned upside down, the stored oil O falls on the ceiling side of the tank 40, that is, the first valve chamber 21a.
To the oil tank 40 in the first valve chamber 21a.
The open end into the inside is set by the belt guide tube 86 so as to occupy a position higher than the liquid level of the stored oil O. Therefore, the inflow of the stored oil O to the second valve chamber 21b is not allowed. Excessive refueling of the timing transmission 22a can be prevented, and a predetermined amount of oil can be secured in the oil tank 40, so that generation of oil mist by the oil slinger 56a, 56b can be continued.

When the engine E is turned over, as shown in FIG.
0, but the opening end of the first valve chamber 21a into the oil tank 40 is moved by the belt guide cylinder 86.
It is set so as to occupy a position higher than the liquid level of the stored oil O. Therefore, in this case as well, the flow of the stored oil O into the second valve chamber 21b is not allowed, and the excessive supply of the timing transmission 22a is prevented. Oil tank 40
A predetermined amount of oil is secured in the oil slinger 56.
The generation of the oil mist by the a and 56b can be continued.

Thus, the lubrication system of the valve mechanism 22 uses the scattered oil in the oil tank 40 and the timing transmission 22a and the cam device 2 in the oil tank 40 and the first valve chamber 21a.
2b, and a system for lubricating the remaining portion of the cam device 22b in the second valve chamber 21b by the oil mist transferred to the second valve chamber 21b. Thus, the burden on each lubrication system is reduced, and the entire valve mechanism 22 can be lubricated uniformly. Moreover, due to the use of oil mist and oil mist,
Each part of the engine can be reliably lubricated in any operating posture of the engine.

The oil mist in the oil tank 40 is supplied to the pressure pulsation of the crank chamber 6 a and the one-way valve 61.
Since the oil mist is circulated using the one-way transfer function, a dedicated oil pump for circulating the oil mist is not required, and the structure can be simplified.

The oil feed conduit 60 connecting the crank chamber 6a and the second valve chamber 21b as well as the oil tank 40 is provided outside the engine body 1, so that the engine body 1 is made thinner and more compact. , And can greatly contribute to the weight reduction of the engine E. In particular,
Since the oil feed conduit 60 disposed outside is hardly affected by heat from the engine body 1 and easily radiates heat, cooling of the oil mist passing through the oil feed conduit 60 can be promoted.

Further, since the oil tank 40 is disposed outside the engine body 1, the overall height of the engine E can be greatly reduced, and a part of the timing transmission 22a is housed in the oil tank 40. Therefore, an increase in the width of the engine E can be suppressed as much as possible, and the size of the engine E can be reduced.

The present invention is not limited to the above-described embodiment, and various design changes can be made without departing from the scope of the gist. For example, oil suction pipes 75, 7
6 and the number and location of the siphoning orifices 80, 81a are freely selected. Also, the partition plate 65
The oil collecting chamber 74 can be formed below the partition plate 65 by welding a partition body 79 to the lower surface of the partition plate 65. In this case, the oil suction pipe 75 is formed integrally with the partition body 79, and the oil suction pipe 76 is formed integrally with the partition plate 65.

In place of the one-way valve 61, the crankshaft 1
In conjunction with 3, a rotary valve may be provided that operates to turn on the oil feed conduit 60 when the piston 15 descends and shut off when the piston 15 rises.

[0068]

As described above, according to the first aspect of the present invention, there is provided a timing transmission connected to a crankshaft, and a cam connected to a driven side of the timing transmission. A cam device for transmitting the rotational force of the motor to the intake and exhaust valves as an opening / closing force. In the valve operating mechanism of the engine, the cam is rotatable at an intermediate portion of a support shaft rotatably supported at both ends by the engine body. The cam and the spindle are free to rotate independently, and during rotation of the cam by the timing transmission, the spindle is also rotated by being dragged by friction, resulting in a difference in rotational speed between the cam and the spindle. And the wear of the rotary sliding portion can be reduced, which can contribute to the improvement of the durability of the cam and the support shaft without using any special material or surface treatment.

According to a second feature of the present invention, a driven pulley of the timing transmission, which is supported by the cam and the support shaft together with the cam, is formed integrally with the cam. Of the lubricating oil and the oil slinger that contains the oil slinger that scatters the oil, so that not only the timing mechanism but also the cam can be controlled by the oil scattered by the oil slinger in the oil tank. Can be lubricated.

[Brief description of the drawings]

FIG. 1 is a perspective view showing an example of use of a four-stroke engine of the present invention.

FIG. 2 is a vertical side view of the four-stroke engine.

FIG. 3 is a sectional view taken along line 3-3 in FIG. 2;

FIG. 4 is a sectional view taken along line 4-4 of FIG. 2;

FIG. 5 is an enlarged sectional view of a main part of FIG. 2;

FIG. 6 is an exploded view of a main part of FIG. 5;

FIG. 7 is a sectional view taken along line 7-7 of FIG. 4;

FIG. 8 is a sectional view taken along line 8-8 in FIG. 4;

FIG. 9 is a sectional view taken along line 9-9 of FIG. 8;

FIG. 10 is a view taken in the direction of arrow 10-10 in FIG. 5 (a bottom view of the head cover).

FIG. 11 is a sectional view taken along line 11-11 of FIG. 5;

FIG. 12 is a lubrication route diagram of the engine.

FIG. 13 is a view corresponding to FIG. 4, showing the inverted state of the engine.

FIG. 14 is a view corresponding to FIG. 4, showing the engine in a sideways position;

[Explanation of symbols]

 E Engine 13 Crankshaft 18i Intake valve 18e Exhaust valve 22 Valve train mechanism 22a Timing transmission 22b ... Cam device 23 ... Driving pulley 24 ... Driving pulley 40 ... Oil tank 56a, 56b ... Oil slinger

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) F01M 1/08 F01M 1/08 F 11/00 11/00 S 13/04 13/04 E (72) Inventor Takao Nishida 1-4-1, Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3G013 AA05 AB03 BA04 BB12 BC06 BC08 BC11 BD12 BD13 BD22 BD25 BD41 BD47 CA01 CA06 3G015 AA05 AB03 BC02 BD11 BD25 BE06 BF05 CA05 CA06 CA13 3G016 AA02 AA07 AA19 BA02 BA05 BA22 BA27 BA30 BA33 BA34 BA46 BB12 CA13 CA17 CA22 CA27 CA29 CA44 CA51 CA57 GA02

Claims (2)

[Claims] 1. A timing transmission (22a) connected to a crankshaft (13), and a cam (26) connected to a driven side of the timing transmission (22a).
Intake and exhaust valves (18i, 18
e) a cam device (22b) for transmitting the cam (26) to the engine body (1).
An engine valve mechanism characterized by being rotatably supported in the middle of the engine. 2. The valve train of an engine according to claim 1, wherein said timing transmission (22) is supported by said cam (26) together with said cam (26) on said support shaft (29).
a) The driven pulley (24) is integrally formed, and the timing transmission (22a) is used as an oil slinger (56a, 56a) for storing lubricating oil (O) and scattering the oil.
An engine valve operating mechanism characterized in that the valve operating mechanism faces an oil tank (40) accommodating 56b).