JP2015083798A - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
JP2015083798A
JP2015083798A JP2013222339A JP2013222339A JP2015083798A JP 2015083798 A JP2015083798 A JP 2015083798A JP 2013222339 A JP2013222339 A JP 2013222339A JP 2013222339 A JP2013222339 A JP 2013222339A JP 2015083798 A JP2015083798 A JP 2015083798A
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Prior art keywords
intake
exhaust
valve
rocker arm
cam
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JP2013222339A
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JP2015083798A5 (en
JP6236739B2 (en
Inventor
小林　勉
Tsutomu Kobayashi
勉 小林
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Suzuki Motor Corp
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Suzuki Motor Corp
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Priority to JP2013222339A priority Critical patent/JP6236739B2/en
Priority to IN2951DE2014 priority patent/IN2014DE02951A/en
Priority to CN201410557786.7A priority patent/CN104564210B/en
Priority to DE102014015653.2A priority patent/DE102014015653B4/en
Publication of JP2015083798A publication Critical patent/JP2015083798A/en
Publication of JP2015083798A5 publication Critical patent/JP2015083798A5/ja
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • 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
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
    • F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
    • 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
    • F01L1/462—Valve return spring arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/10—Connecting springs to valve members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01L2303/01—Tools for producing, mounting or adjusting, e.g. some part of the distribution
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/01—Cooling

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

PROBLEM TO BE SOLVED: To arrange an intake port and an injector at proper positions while simplifying a structure of a cylinder head of an internal combustion engine.SOLUTION: An intake locker arm and an exhaust locker arm are made to oscillate at their oscillation-side end parts by drive forces transmitted from an intake cam and an exhaust cam with a pivot-side end part as a center, and open and close an intake valve and an exhaust valve, respectively. The pivot-side end part of the intake locker arm is arranged at a side opposite to the exhaust valve with respect to the intake valve, the pivot-side end part of the exhaust locker arm is arranged between the intake valve and the exhaust valve, and a cam shaft side deck face including each cam axial line is formed so as to be parallel with a combustion-chamber side deck face orthogonal to a cylinder center line when viewing the cylinder head from cam axial line directions of an intake-side cam shaft and an exhaust-side cam shaft. In the cylinder head, an intake port is arranged below the intake locker arm, and the intake valve and the exhaust valve are arranged so that an intake valve axial line and an exhaust valve axial line are inclined at prescribed angles with respect to the cylinder center line.

Description

この発明は内燃機関に係り、特に、吸気バルブ及び排気バルブをそれぞれ開閉する吸気ロッカーアーム及び排気ロッカーアームを備えた内燃機関のシリンダヘッドの構造を簡素化しつつ、吸気通路の配置の自由度を大きくすることができる内燃機関に関する。   The present invention relates to an internal combustion engine, and in particular, simplifies the structure of a cylinder head of an internal combustion engine provided with an intake rocker arm and an exhaust rocker arm that opens and closes an intake valve and an exhaust valve, respectively, and increases the degree of freedom of arrangement of an intake passage. It relates to an internal combustion engine that can be used.

内燃機関には、シリンダヘッドに形成した吸気ポート及び排気ポートを開閉する吸気バルブ及び排気バルブを備え、吸気バルブ及び排気バルブを開閉駆動する吸気ロッカーアーム及び排気ロッカーアームを備え、吸気ロッカーアーム及び排気ロッカーアームを吸気カム軸及び排気カム軸により揺動させて吸気バルブ及び排気バルブを開閉駆動するものがある。
このような内燃機関には、特開２００５−７６４８１８号公報に、吸気ロッカーアームの支点側端部を吸気バルブ及び排気バルブの間に配置し、排気ロッカーアームの支点側端部を排気バルブに対して吸気バルブから離れる側に配置した構造が開示されている。 The internal combustion engine includes an intake valve and an exhaust valve that open and close an intake port and an exhaust port formed in the cylinder head, and includes an intake rocker arm and an exhaust rocker arm that open and close the intake valve and the exhaust valve. Some rocker arms are rocked by an intake cam shaft and an exhaust cam shaft to open and close the intake valve and the exhaust valve.
For such an internal combustion engine, Japanese Patent Application Laid-Open No. 2005-76818 discloses that the fulcrum side end of the intake rocker arm is disposed between the intake valve and the exhaust valve, and the fulcrum side end of the exhaust rocker arm is located with respect to the exhaust valve. Thus, a structure arranged on the side away from the intake valve is disclosed.

特開２００５−７６４８１８号公報JP 2005-76818 A

ところが、上記特開２００５−７６４８１８号公報の内燃機関は、排気ロッカーアームの支点側端部を支持する支持部材である油圧式の排気ラッシュアジャスタが排気ポートの上方に配置されている。
このため、上記特開２００５−７６４８１８号公報の内燃機関は、排気ポートの熱が油圧式の排気ラッシュアジャスタに作用することから、排気ラッシュアジャスタの周辺にウォータジャケットを配置し、オイルを冷却する必要があり、シリンダヘッドの構造が複雑になる問題があった。 However, in the internal combustion engine disclosed in Japanese Patent Laid-Open No. 2005-76818, a hydraulic exhaust lash adjuster, which is a support member that supports the fulcrum side end of the exhaust rocker arm, is disposed above the exhaust port.
For this reason, in the internal combustion engine disclosed in Japanese Patent Application Laid-Open No. 2005-76818, since the heat of the exhaust port acts on the hydraulic exhaust lash adjuster, it is necessary to dispose a water jacket around the exhaust lash adjuster to cool the oil. There is a problem that the structure of the cylinder head is complicated.

この発明は、吸気バルブ及び排気バルブを開閉駆動する吸気ロッカーアーム及び排気ロッカーアームを備える内燃機関について、シリンダヘッドの構造を簡素化しつつ、吸気ポートやインジェクタを適正な位置に配置できるようにすることを目的とする。   The present invention relates to an internal combustion engine including an intake rocker arm and an exhaust rocker arm that opens and closes an intake valve and an exhaust valve, and enables the intake port and the injector to be arranged at appropriate positions while simplifying the structure of the cylinder head. With the goal.

この発明は、内燃機関の燃焼室に連通する吸気ポート及び排気ポートをシリンダヘッドのシリンダ中心線を挟んで両側にそれぞれ形成し、前記吸気ポート及び排気ポートをそれぞれ開閉する吸気バルブ及び排気バルブを前記シリンダヘッドのシリンダ中心線を挟んで両側に配置し、前記吸気バルブ及び排気バルブをそれぞれ開閉駆動する吸気ロッカーアーム及び排気ロッカーアームを前記吸気バルブ及び排気バルブの上方に配置し、前記吸気ロッカーアーム及び排気ロッカーアームを揺動させる吸気カム及び排気カムを備えた吸気カム軸及び排気カム軸をそれぞれ前記吸気ロッカーアーム及び排気ロッカーアームの上方に配置した内燃機関において、前記吸気ロッカーアーム及び排気ロッカーアームは、長手方向一側の支点側端部を中心に前記吸気カム及び排気カムから伝達される駆動力により長手方向他側の揺動側端部を揺動されて前記吸気バルブ及び排気バルブをそれぞれ開閉駆動し、前記吸気ロッカーアームの支点側端部を前記吸気バルブに対して前記排気バルブと反対側に配置し、前記排気ロッカーアームの支点側端部を前記吸気バルブ及び排気バルブの間に配置し、前記シリンダヘッドを吸気カム軸及び排気カム軸の各カム軸線方向から見た場合、前記吸気カム軸及び排気カム軸の各カム軸線を含むカム軸側デッキ面が前記シリンダヘッドのシリンダ中心線と直交する燃焼室側デッキ面と平行になるように形成し、前記シリンダヘッドには、前記吸気ロッカーアームの下方に前記吸気ポートを配置し、前記吸気バルブの吸気バルブ軸線及び排気バルブの排気バルブ軸線が前記シリンダ中心線に対して所定の角度で傾くように前記吸気バルブ及び排気バルブを配置したことを特徴とする。   According to the present invention, an intake port and an exhaust port communicating with a combustion chamber of an internal combustion engine are formed on both sides of a cylinder center line of a cylinder head, respectively, and the intake valve and the exhaust valve for opening and closing the intake port and the exhaust port, respectively. An intake rocker arm and an exhaust rocker arm that are disposed on both sides of a cylinder center line of the cylinder head, and that respectively open and close the intake valve and the exhaust valve are disposed above the intake valve and the exhaust valve, and the intake rocker arm and In an internal combustion engine in which an intake cam shaft and an exhaust cam shaft provided with an intake cam and an exhaust cam for swinging the exhaust rocker arm are disposed above the intake rocker arm and the exhaust rocker arm, respectively, the intake rocker arm and the exhaust rocker arm are , Centered on the fulcrum side end on one side in the longitudinal direction The swing side end on the other side in the longitudinal direction is swung by the driving force transmitted from the intake cam and the exhaust cam to open and close the intake valve and the exhaust valve, respectively, and the fulcrum side end of the intake rocker arm is The exhaust valve is disposed on the opposite side of the exhaust valve, the fulcrum end of the exhaust rocker arm is disposed between the intake valve and the exhaust valve, and the cylinder head is disposed on each of the intake cam shaft and the exhaust cam shaft. When viewed from the cam shaft direction, the cam shaft side deck surface including the cam shaft lines of the intake cam shaft and exhaust cam shaft is formed to be parallel to the combustion chamber side deck surface perpendicular to the cylinder center line of the cylinder head. In the cylinder head, the intake port is disposed below the intake rocker arm, and an intake valve axis of the intake valve and an exhaust valve axis of the exhaust valve are provided. Serial characterized in that a said intake and exhaust valves so as to be inclined at a predetermined angle with respect to the cylinder center line.

この発明は、排気ロッカーアームの支点側端部を吸気バルブ及び排気バルブの間に配置したことで、支点側端部を支持する支持部材を排気ポートから離して設けることができるため、支持部材と排気ポートとの間に熱伝達を緩和するウォータジャケットを配置する必要がなくなり、排気ポート周辺のウォータジャケットの構造を簡素化でき、シリンダヘッドの構造を簡素化できる。
また、この発明は、吸気ロッカーアームの支点側端部を吸気バルブに対して排気バルブと反対側に配置し、排気ロッカーアームの支点側端部を吸気バルブ及び排気バルブの間に配置し、吸気カム軸及び排気カム軸の各カム軸線を含むカム軸側デッキ面がシリンダヘッドの燃焼室側デッキ面と平行になるように形成し、シリンダヘッドには吸気ロッカーアームの下方に吸気ポートを配置し、吸気バルブ及び排気バルブの各バルブ軸線がシリンダ中心線に対して所定の角度で傾くように吸気バルブ及び排気バルブを配置したことで、吸気バルブ軸が排気バルブ軸より長くなるため、吸気ロッカーアームの位置も上方となり、その下方に配置される吸気ポートの形状の自由度を大きくすることができる。
よって、この発明は、燃焼室の上方から燃焼室に向かい略直線形状の吸気ポートを形成することが可能になり、曲率の小さな（曲がりが少ない）形状の吸気ポートによって吸気抵抗を減らすことができる。 Since the fulcrum side end of the exhaust rocker arm is disposed between the intake valve and the exhaust valve, the support member that supports the fulcrum side end can be provided apart from the exhaust port. It is not necessary to arrange a water jacket for relaxing heat transfer between the exhaust port, the structure of the water jacket around the exhaust port can be simplified, and the structure of the cylinder head can be simplified.
Further, according to the present invention, the fulcrum side end of the intake rocker arm is disposed on the opposite side of the exhaust valve from the intake valve, and the fulcrum side end of the exhaust rocker arm is disposed between the intake valve and the exhaust valve. The cam shaft side deck surface including each cam axis of the cam shaft and exhaust cam shaft is formed so as to be parallel to the combustion chamber side deck surface of the cylinder head, and an intake port is arranged on the cylinder head below the intake rocker arm. Since the intake valve and the exhaust valve are arranged so that each valve axis of the intake valve and the exhaust valve is inclined at a predetermined angle with respect to the cylinder center line, the intake valve shaft becomes longer than the exhaust valve shaft. The position of the intake port is also on the upper side, and the degree of freedom of the shape of the intake port arranged on the lower side can be increased.
Therefore, according to the present invention, it is possible to form a substantially linear intake port from above the combustion chamber toward the combustion chamber, and the intake resistance can be reduced by the intake port having a small curvature (less bending). .

図１は内燃機関のシリンダヘッドの断面図である。（実施例）FIG. 1 is a cross-sectional view of a cylinder head of an internal combustion engine. (Example) 図２は吸気バルブ軸と排気バルブ軸との長さの違いを示す概略図である。（実施例）FIG. 2 is a schematic diagram showing the difference in length between the intake valve shaft and the exhaust valve shaft. (Example) 図３は吸気バルブ軸のバルブ軸突出長さと排気バルブ軸のバルブ軸徒手突出長さとの違いを示すシリンダヘッドの断面図である。（実施例）FIG. 3 is a cross-sectional view of the cylinder head showing the difference between the valve shaft protrusion length of the intake valve shaft and the valve shaft manual protrusion length of the exhaust valve shaft. (Example) 図４（Ａ）はバルブ軸突出長さが短い吸気バルブ軸の上端面に揺動側端部を当接させた吸気ロッカーアームの傾きを示す断面図、図４（Ｂ）はバルブ軸突出長さが長い吸気バルブ軸の上端面に揺動側端部を当接させた吸気ロッカーアームの傾きを示す断面図である。（実施例）4A is a cross-sectional view showing the inclination of the intake rocker arm in which the swing side end is in contact with the upper end surface of the intake valve shaft having a short valve shaft protruding length, and FIG. 4B is the valve shaft protruding length. It is sectional drawing which shows the inclination of the intake rocker arm which made the rocking | swiveling side edge part contact | abut on the upper end surface of an intake valve shaft with a long length. (Example)

以下、図面に基づいて、この発明の実施例を説明する。   Embodiments of the present invention will be described below with reference to the drawings.

図１〜図４は、この発明の実施例を示すものである。図１において、車両等に搭載される内燃機関１は、シリンダブロック２にシリンダヘッド３を搭載して複数の燃焼室４を形成し、各燃焼室４に連通する吸気ポート５及び排気ポート６を形成している。吸気ポート５及び排気ポート６は、シリンダヘッド３のシリンダ中心線Ｃ１を挟んで両側にそれぞれ形成している。
吸気ポート５及び排気ポート６は、燃焼室４側を分岐して、それぞれ２つの吸気開口７及び排気開口８により燃焼室７に連通している。内燃機関１は、シリンダ中心線Ｃ１方向と直交する方向であって、吸気ポート５が形成された側を吸気側、排気ポート６が形成された側を排気側とする。
シリンダヘッド３は、吸気側の吸気ポート５の上部に吸気側上壁部９を設け、排気側の排気ポート６の上部に排気側上壁部１０を設け、吸気側上壁部９と排気側上壁部１０との間に中央側上壁部１１を設けている。吸気側上壁部９には、吸気ポート５に貫通する吸気バルブ貫通孔１２を形成し、吸気バルブガイド１３を取り付けている。排気側上壁部１０には、排気ポート６に貫通する排気バルブ貫通孔１４を形成し、排気バルブガイド１５を取り付けている。 1 to 4 show an embodiment of the present invention. In FIG. 1, an internal combustion engine 1 mounted on a vehicle or the like has a cylinder head 3 mounted on a cylinder block 2 to form a plurality of combustion chambers 4, and an intake port 5 and an exhaust port 6 that communicate with each combustion chamber 4. Forming. The intake port 5 and the exhaust port 6 are formed on both sides of the cylinder center line C1 of the cylinder head 3, respectively.
The intake port 5 and the exhaust port 6 branch to the combustion chamber 4 side and communicate with the combustion chamber 7 through two intake openings 7 and exhaust openings 8 respectively. The internal combustion engine 1 is a direction orthogonal to the direction of the cylinder center line C1, and the side on which the intake port 5 is formed is the intake side, and the side on which the exhaust port 6 is formed is the exhaust side.
The cylinder head 3 is provided with an intake side upper wall portion 9 above the intake port 5 on the intake side, an exhaust side upper wall portion 10 is provided above the exhaust port 6 on the exhaust side, and the intake side upper wall portion 9 and the exhaust side A center-side upper wall portion 11 is provided between the upper wall portion 10 and the upper wall portion 10. An intake valve through hole 12 penetrating the intake port 5 is formed in the intake side upper wall portion 9, and an intake valve guide 13 is attached. An exhaust valve through hole 14 penetrating the exhaust port 6 is formed in the exhaust side upper wall portion 10 and an exhaust valve guide 15 is attached.

前記シリンダヘッド３には、吸気ポート５の２つの吸気開口７及び排気ポート６の２つの排気開口８をそれぞれ開閉するために、１気筒当たり２個の吸気バルブ１６及び排気バルブ１７を設けている。吸気バルブ１６及び排気バルブ１７は、シリンダヘッド３のシリンダ中心線Ｃ１を挟んで両側（シリンダヘッド３の吸気側及び排気側）に配置している。
吸気バルブ１６は、吸気開口７に接離される吸気バルブ弁体１８と、吸気バルブ弁体１８に一端側を連結されて前記吸気バルブガイド１３に往復動可能に支持された吸気バルブ軸１９とを備えている。排気バルブ１７は、排気開口８に接離される排気バルブ弁体２０と、排気バルブ弁体２０に一端側を連結されて前記排気バルブガイド１５に往復動可能に支持された排気バルブ軸２１とを備えている。
吸気バルブ１６は、吸気バルブ軸線Ｃ２がシリンダ中心線Ｃ１に対して所定の角度θ１で傾くように配置している。排気バルブ１７は、排気バルブ軸線Ｃ３がシリンダ中心線Ｃ１に対して所定の角度θ２で傾くように配置している。 The cylinder head 3 is provided with two intake valves 16 and exhaust valves 17 per cylinder in order to open and close the two intake openings 7 of the intake port 5 and the two exhaust openings 8 of the exhaust port 6, respectively. . The intake valve 16 and the exhaust valve 17 are arranged on both sides (the intake side and the exhaust side of the cylinder head 3) with the cylinder center line C1 of the cylinder head 3 interposed therebetween.
The intake valve 16 includes an intake valve valve body 18 that is brought into contact with and separated from the intake opening 7, and an intake valve shaft 19 that is connected to the intake valve guide body 18 at one end side thereof and is reciprocally supported by the intake valve guide 13. I have. The exhaust valve 17 includes an exhaust valve valve body 20 that is brought into contact with and separated from the exhaust opening 8, and an exhaust valve shaft 21 that is connected to the exhaust valve guide body 15 at one end and is reciprocally supported by the exhaust valve guide 15. I have.
The intake valve 16 is disposed such that the intake valve axis C2 is inclined at a predetermined angle θ1 with respect to the cylinder center line C1. The exhaust valve 17 is disposed such that the exhaust valve axis C3 is inclined at a predetermined angle θ2 with respect to the cylinder center line C1.

前記吸気バルブ１６は、吸気バルブガイド１３の上端から上方に突出された吸気バルブ軸１９の他端側に吸気バルブスプリング２２を取り付けている。吸気バルブスプリング２２は、吸気バルブ軸１９の上端側にコッタ２３で取り付けられたリテーナ２４に上端を支持され、吸気バルブガイド１３の上部周囲の吸気側上壁部９に形成した受け座２５に下端を支持され、吸気バルブ１６を閉弁方向に弾性付勢する。
前記排気バルブ１７は、排気バルブガイド１５の上端から上方に突出された排気バルブ軸２１の他端側に排気バルブスプリング２６を取り付けている。排気バルブスプリング２６は、排気バルブ軸２１の上端側にコッタ２７で取り付けられたリテーナ２８に上端を支持され、排気バルブガイド１５の上部周囲の排気側上壁部１０に形成した受け座２９に下端を支持され、排気バルブ１７を閉弁方向に弾性付勢する。 The intake valve 16 has an intake valve spring 22 attached to the other end of an intake valve shaft 19 protruding upward from the upper end of the intake valve guide 13. The intake valve spring 22 is supported at its upper end by a retainer 24 attached to the upper end side of the intake valve shaft 19 by a cotter 23, and has a lower end at a seat 25 formed on the intake side upper wall 9 around the upper portion of the intake valve guide 13. Is supported, and the intake valve 16 is elastically biased in the valve closing direction.
The exhaust valve 17 has an exhaust valve spring 26 attached to the other end of the exhaust valve shaft 21 protruding upward from the upper end of the exhaust valve guide 15. The exhaust valve spring 26 is supported at its upper end by a retainer 28 attached to the upper end side of the exhaust valve shaft 21 by a cotter 27, and has a lower end at a receiving seat 29 formed on the exhaust side upper wall portion 10 around the upper portion of the exhaust valve guide 15. Is supported, and the exhaust valve 17 is elastically biased in the valve closing direction.

前記シリンダヘッド３には、吸気バルブ１６及び排気バルブ１７をそれぞれ開閉駆動するために、吸気ロッカーアーム３０及び排気ロッカーアーム３１を吸気バルブ１６及び排気バルブ１７の上方に配置している。
前記吸気ロッカーアーム３０は、長手方向一側に支点側端部３２を備え、長手方向中央にローラ３３を備え、長手方向他側に揺動側端部３４を備えている。吸気ロッカーアーム３０は、支点側端部３２を吸気バルブ１６に対して排気バルブ１７と反対側に配置し、揺動側端部３４を吸気バルブ軸１９の上方に配置している。吸気ロッカーアーム３０は、支点側端部３２よりも揺動側端部３４が高くなるように、シリンダヘッド３の吸気側から排気側に向かい斜め上方に向かう姿勢で配置している。シリンダヘッド３には、支点側端部３２の下方の吸気側上壁部９に吸気側埋設孔３５を形成し、支点側端部３２を支持する支持部材として油圧式の吸気ラッシュアジャスタ３６の基端を埋設している。
吸気ロッカアーム３０は、支点側端部３２を吸気ラッシュアジャスタ３６の先端部に当接して支持され、ローラ３３に後述する吸気カム４６を当接し、揺動側端部３４を吸気バルブ軸１９の上端面に当接している。吸気ロッカーアーム３０は、長手方向一側の支点側端部３２を中心として、長手方向中央のローラ３３に吸気カム４６から伝達される駆動力により長手方向他側の揺動側端部３４を揺動され、吸気バルブ１６を開閉駆動する。
前記シリンダヘッド３には、吸気ロッカーアーム３０の下方に吸気ポート５を配置している。また、シリンダヘッド３に形成された吸気ポート５と吸気ラッシュアジャスタ３６との間には、インジェクタ３７を配置している。インジェクタ３７は、吸気ポート５に連通する取付孔３８に燃焼室４に向けて取り付けられている。 In the cylinder head 3, an intake rocker arm 30 and an exhaust rocker arm 31 are disposed above the intake valve 16 and the exhaust valve 17 in order to open and close the intake valve 16 and the exhaust valve 17, respectively.
The intake rocker arm 30 includes a fulcrum end 32 on one side in the longitudinal direction, a roller 33 at the center in the longitudinal direction, and a swing side end 34 on the other side in the longitudinal direction. The intake rocker arm 30 has a fulcrum side end 32 disposed on the opposite side of the intake valve 16 from the exhaust valve 17, and a swing side end 34 disposed above the intake valve shaft 19. The intake rocker arm 30 is arranged in such a posture as to be inclined obliquely upward from the intake side to the exhaust side of the cylinder head 3 so that the swing side end 34 is higher than the fulcrum end 32. In the cylinder head 3, an intake side buried hole 35 is formed in the intake side upper wall portion 9 below the fulcrum side end portion 32, and a hydraulic intake lash adjuster 36 is supported as a support member for supporting the fulcrum side end portion 32. The edge is buried.
The intake rocker arm 30 is supported with its fulcrum end 32 abutting against the tip of the intake lash adjuster 36, an intake cam 46, which will be described later, abuts against the roller 33, and the swing end 34 is placed above the intake valve shaft 19. It is in contact with the end face. The intake rocker arm 30 swings the oscillating side end 34 on the other side in the longitudinal direction by the driving force transmitted from the intake cam 46 to the roller 33 at the center in the longitudinal direction with the fulcrum side end 32 on one side in the longitudinal direction as the center. The intake valve 16 is driven to open and close.
An intake port 5 is disposed below the intake rocker arm 30 in the cylinder head 3. An injector 37 is arranged between the intake port 5 formed in the cylinder head 3 and the intake lash adjuster 36. The injector 37 is attached to the attachment hole 38 communicating with the intake port 5 toward the combustion chamber 4.

前記排気ロッカーアーム３１は、長手方向一側に支点側端部３９を備え、長手方向中央にローラ４０を備え、長手方向他側に揺動側端部４１を備えている。排気ロッカーアーム３１は、支点側端部３９を排気バルブ１６及び排気バルブ１７の間に配置し、揺動側端部４１を排気バルブ軸２１の上方に配置している。排気ロッカーアーム３１は、支点側端部３９よりも揺動側端部４１が低くなるように、シリンダヘッド３の吸気側から排気側に向かい斜め下方に向かう姿勢で配置している。シリンダヘッド３には、支点側端部３９の下方の中央側上壁部１１に排気側埋設孔４２を形成し、支点側端部３９を支持する支持部材として油圧式の排気ラッシュアジャスタ４３の基端を埋設している。
排気ロッカアーム３１は、支点側端部３９を排気ラッシュアジャスタ４３の先端部に当接して支持され、ローラ４０に後述する排気カム４７を当接し、揺動側端部４１を排気バルブ軸２１の上端面に当接している。吸気ロッカーアーム３１は、長手方向一側の支点側端部３９を中心として、長手方向中央のローラ４０に排気カム４７から伝達される駆動力により長手方向他側の揺動側端部４１を揺動され、排気バルブ１７を開閉駆動する。 The exhaust rocker arm 31 includes a fulcrum side end 39 on one side in the longitudinal direction, a roller 40 at the center in the longitudinal direction, and a swing side end 41 on the other side in the longitudinal direction. The exhaust rocker arm 31 has a fulcrum side end 39 disposed between the exhaust valve 16 and the exhaust valve 17 and a swing side end 41 disposed above the exhaust valve shaft 21. The exhaust rocker arm 31 is arranged in such a posture that it goes obliquely downward from the intake side of the cylinder head 3 toward the exhaust side so that the swing side end 41 is lower than the fulcrum side end 39. In the cylinder head 3, an exhaust side buried hole 42 is formed in the central upper wall portion 11 below the fulcrum side end portion 39, and a base of a hydraulic exhaust lash adjuster 43 is supported as a support member for supporting the fulcrum side end portion 39. The edge is buried.
The exhaust rocker arm 31 is supported with its fulcrum side end 39 abutting against the tip of the exhaust lash adjuster 43, an exhaust cam 47, which will be described later, is abutted against the roller 40, and the swing side end 41 is placed above the exhaust valve shaft 21. It is in contact with the end face. The intake rocker arm 31 swings the swing side end 41 on the other side in the longitudinal direction by the driving force transmitted from the exhaust cam 47 to the roller 40 at the center in the longitudinal direction with the fulcrum end 39 on the one side in the longitudinal direction as the center. The exhaust valve 17 is driven to open and close.

前記内燃機関１は、吸気ロッカーアーム３０を支点側端部３２よりも揺動側端部３４が高くなるように配置し、排気ロッカーアーム３１を支点側端部３９よりも揺動側端部４１が低くなるように配置したことで、図２に示すように、吸気バルブ軸１９は排気バルブ軸２１よりも長さＡだけ長くなっている。
この場合、図３に示すように、吸気バルブスプリング２２の取付け長さＬ１と排気バルブスプリング２６の取付け長さＬ２とが同じ長さであると、吸気バルブ軸１９の上端面から吸気バルブスプリング２２上端までの距離（バルブ軸突出長さ）Ｄ１が排気バルブ軸２１の上端面から排気バルブスプリング２６上端までの距離（バルブ軸突出長さ）Ｄ２よりも長くなるため、図４（Ｂ）に示すように、組み付け時に吸気ロッカーアーム３０が傾いて吸気バルブ軸１９から脱落するおそれがある。
そこで、図１に示すように、内燃機関１は、コッタ２３とリテーナ２４との取付位置を吸気バルブ軸１９の上端面側に移動させることで、吸気バルブ軸１９の上端面から吸気バルブスプリング２２上端までの距離Ｄ１と、排気バルブ軸２１の上端面から排気バルブスプリング２６上端までの距離Ｄ２とを、略同一にしている。また、内燃機関１は、吸気バルブスプリング２２の取付け長さＬ１を、排気バルブスプリング２６の取付け長さＬ２よりも大きくしている。 In the internal combustion engine 1, the intake rocker arm 30 is arranged such that the swing side end 34 is higher than the fulcrum end 32, and the exhaust rocker arm 31 is swing side 41 from the fulcrum end 39. The intake valve shaft 19 is longer than the exhaust valve shaft 21 by a length A, as shown in FIG.
In this case, as shown in FIG. 3, if the attachment length L1 of the intake valve spring 22 and the attachment length L2 of the exhaust valve spring 26 are the same length, the intake valve spring 22 extends from the upper end surface of the intake valve shaft 19. Since the distance (valve shaft protruding length) D1 to the upper end is longer than the distance (valve shaft protruding length) D2 from the upper end surface of the exhaust valve shaft 21 to the upper end of the exhaust valve spring 26, it is shown in FIG. As described above, the intake rocker arm 30 may be tilted and fall off the intake valve shaft 19 during assembly.
Therefore, as shown in FIG. 1, the internal combustion engine 1 moves the attachment position of the cotter 23 and the retainer 24 toward the upper end surface side of the intake valve shaft 19, thereby moving the intake valve spring 22 from the upper end surface of the intake valve shaft 19. The distance D1 to the upper end and the distance D2 from the upper end surface of the exhaust valve shaft 21 to the upper end of the exhaust valve spring 26 are substantially the same. Further, in the internal combustion engine 1, the attachment length L1 of the intake valve spring 22 is made larger than the attachment length L2 of the exhaust valve spring 26.

前記シリンダヘッド３には、吸気ロッカーアーム３０及び排気ロッカーアーム３１を揺動させて吸気バルブ１６及び排気バルブ１７を開閉駆動するために、吸気カム軸４４及び排気カム軸４５をそれぞれ吸気ロッカーアーム３０及び排気ロッカーアーム３１の上方に配置している。
吸気カム軸４４は、吸気ロッカーアーム３０のローラ３３に当接されて駆動力を伝える吸気カム４６を備えている。排気カム軸４５は、排気ロッカーアーム３１のローラ４０に当接されて駆動力を伝える吸気カム４７を備えている。
シリンダヘッド３は、燃焼室４側にシリンダ中心線Ｃ１と直交する燃焼室側デッキ面４８を備え、吸気カム軸４４及び排気カム軸４５が配置される側にカム軸側デッキ面４９を備えている。
この内燃機関１は、シリンダヘッド３を吸気カム軸４４及び排気カム軸４５の各カム軸線方Ｃ４・Ｃ５向から見た場合、吸気カム軸４４及び排気カム軸４５の各カム軸線Ｃ４・Ｃ５を含むカム軸側デッキ面４９が、シリンダヘッド３のシリンダ中心線Ｃ１と直交する燃焼室側デッキ面４８と平行になるように形成している。
吸気カム軸４４は、カム軸側デッキ面４９に吸気ハウジング取付ボルト５０で取り付けられた吸気カム軸ハウジング５１により回転可能に支持される。排気カム軸４５は、カム軸側デッキ面４９に排気ハウジング取付ボルト５２で取り付けられた排気カム軸ハウジング５３により回転可能に支持される。 In the cylinder head 3, the intake camshaft 44 and the exhaust camshaft 45 are respectively connected to the intake rocker arm 30 in order to swing the intake rocker arm 30 and the exhaust rocker arm 31 to open and close the intake valve 16 and the exhaust valve 17. And the exhaust rocker arm 31.
The intake camshaft 44 is provided with an intake cam 46 that is in contact with the roller 33 of the intake rocker arm 30 and transmits a driving force. The exhaust camshaft 45 is provided with an intake cam 47 that is in contact with the roller 40 of the exhaust rocker arm 31 and transmits a driving force.
The cylinder head 3 includes a combustion chamber side deck surface 48 orthogonal to the cylinder center line C1 on the combustion chamber 4 side, and a cam shaft side deck surface 49 on the side where the intake cam shaft 44 and the exhaust cam shaft 45 are disposed. Yes.
In the internal combustion engine 1, when the cylinder head 3 is viewed from the cam axis directions C4 and C5 of the intake cam shaft 44 and the exhaust cam shaft 45, the cam axes C4 and C5 of the intake cam shaft 44 and the exhaust cam shaft 45 are The cam shaft side deck surface 49 is formed so as to be parallel to the combustion chamber side deck surface 48 perpendicular to the cylinder center line C1 of the cylinder head 3.
The intake camshaft 44 is rotatably supported by an intake camshaft housing 51 attached to the camshaft side deck surface 49 by an intake housing attachment bolt 50. The exhaust camshaft 45 is rotatably supported by an exhaust camshaft housing 53 attached to the camshaft side deck surface 49 by an exhaust housing mounting bolt 52.

このように、この内燃機関１は、排気ロッカーアーム３１の支点側端部３９を吸気バルブ１６及び排気バルブ１７の間に配置したことで、支点側端部３９を支持する支持部材である排気ラッシュアジャスタ４３を排気ポート６から離して設けることができる。このため、この内燃機関１は、排気ラッシュアジャスタ４３と排気ポート６との間に熱伝達を緩和するウォータジャケットを配置する必要がなくなり、排気ポート６周辺のウォータジャケットの構造を簡素化でき、シリンダヘッド３の構造を簡素化できる。
また、この内燃機関１は、吸気ロッカーアーム３０の支点側端部３２を吸気バルブ１６に対して排気バルブ１７と反対側に配置し、排気ロッカーアーム３１の支点側端部３９を吸気バルブ１６及び排気バルブ１７の間に配置し、吸気カム軸４４及び排気カム軸４５の各カム軸線Ｃ４・Ｃ５を含むシリンダヘッド３のカム軸側デッキ面４９が燃焼室側デッキ面４８と平行になるように形成し、シリンダヘッド３には吸気ロッカーアームの下方に吸気ポート５を配置し、吸気バルブ１６及び排気バルブ１７の各バルブ軸線Ｃ２・Ｃ３がシリンダ中心線Ｃ１に対して所定の角度θ１・θ２で傾くように吸気バルブ１６及び排気バルブ１７を配置したことで、吸気バルブ軸１９が排気バルブ軸２１より長くなるため、吸気ロッカーアーム３０の位置も上方となり、その下方に配置される吸気ポート５の形状の自由度を大きくすることができる。
よって、この内燃機関１は、燃焼室４の上方から燃焼室４に向かい略直線形状の吸気ポート５を形成することが可能になり、曲率の小さな曲がりが少ない形状の吸気ポート５によって吸気抵抗を減らすことができる。 As described above, the internal combustion engine 1 is configured such that the fulcrum side end 39 of the exhaust rocker arm 31 is disposed between the intake valve 16 and the exhaust valve 17, so that the exhaust lash is a support member that supports the fulcrum side end 39. The adjuster 43 can be provided away from the exhaust port 6. For this reason, in this internal combustion engine 1, it is not necessary to arrange a water jacket for relaxing heat transfer between the exhaust lash adjuster 43 and the exhaust port 6, and the structure of the water jacket around the exhaust port 6 can be simplified. The structure of the head 3 can be simplified.
Further, in the internal combustion engine 1, the fulcrum side end portion 32 of the intake rocker arm 30 is disposed on the opposite side of the exhaust valve 17 with respect to the intake valve 16, and the fulcrum side end portion 39 of the exhaust rocker arm 31 is disposed on the intake valve 16 and The cam shaft side deck surface 49 of the cylinder head 3 that is disposed between the exhaust valves 17 and includes the cam axis lines C4 and C5 of the intake cam shaft 44 and the exhaust cam shaft 45 is parallel to the combustion chamber side deck surface 48. In the cylinder head 3, the intake port 5 is disposed below the intake rocker arm, and the valve axes C2 and C3 of the intake valve 16 and the exhaust valve 17 are at a predetermined angle θ1 and θ2 with respect to the cylinder center line C1. Since the intake valve 16 and the exhaust valve 17 are disposed so as to be inclined, the intake valve shaft 19 is longer than the exhaust valve shaft 21, so that the position of the intake rocker arm 30 is also higher. Thus, the degree of freedom of the shape of the intake port 5 disposed below the intake port 5 can be increased.
Therefore, the internal combustion engine 1 can form the intake port 5 having a substantially straight shape from the upper side of the combustion chamber 4 toward the combustion chamber 4, and the intake port 5 having a shape with a small curvature and a small bend reduces the intake resistance. Can be reduced.

また、この内燃機関１は、少なくとも吸気ロッカーアーム３０の支点側端部３２をシリンダヘッド３に埋設した吸気ラッシュアジャスタ３６の先端部に当接し、シリンダヘッド３に形成された吸気ポート５と吸気ラッシュアジャスタ３６との間にインジェクタ３７を配置している。
これにより、この内燃機関１は、吸気バルブ軸１９が長く吸気ロッカーアーム３０の位置が上方となっており、吸気ラッシュアジャスタ３６の基端を上方に配置することができるで、前述のような吸気ポート５の配置の自由度を確保しつつ、インジェクタ３７をより吸気ポート５及び燃焼室４に近づけて配置することができ、インジェクタ３７により噴射されて霧化した燃料の壁面への付着を抑制することができる。 Further, the internal combustion engine 1 has at least a fulcrum side end 32 of the intake rocker arm 30 abutted against a tip of an intake lash adjuster 36 embedded in the cylinder head 3, and an intake port 5 formed in the cylinder head 3 and an intake lash. An injector 37 is disposed between the adjuster 36 and the adjuster 36.
As a result, in the internal combustion engine 1, the intake valve shaft 19 is long and the position of the intake rocker arm 30 is upward, and the base end of the intake lash adjuster 36 can be disposed upward. The injector 37 can be arranged closer to the intake port 5 and the combustion chamber 4 while ensuring the degree of freedom of the arrangement of the port 5, and the adhesion of the fuel atomized and atomized by the injector 37 to the wall surface is suppressed. be able to.

さらに、この内燃機関１は、吸気バルブ軸１９が排気バルブ軸２１よりも長くなっており、この吸気バルブ軸１９の上端面から吸気バルブスプリング２２上端までの距離Ｄ１と排気バルブ軸２１の上端面から排気バルブスプリング２６上端までの距離Ｄ２とを略同一にし、かつ、コッタ２３とリテーナ２４との取付位置を吸気バルブ軸１９の上端面側に移動させ、吸気バルブスプリング２２の取付け長さＬ１を排気バルブスプリング２６の取付け長さＬ２よりも大きくしたことで、吸気バルブスプリング２２上端のリテーナ２４に吸気ロッカーアーム３０の揺動側端部３１を近接させて配置することができる。
これにより、この内燃機関１は、吸気バルブ軸１９の上端面に吸気ロッカーアーム３０の揺動側端部３１を当接させた状態で組付けを行う際に、図４（Ａ）に示すように、吸気ロッカーアーム３０の傾きを吸気バルブスプリング２２上端を支持するリテーナ２４で受けて抑制することができ、吸気カム軸４４の組付けまでに吸気ロッカーアーム３０が吸気バルブ軸１９の上端面から脱落することを防止できる。
また、この内燃機関１は、吸気バルブスプリンブ２２上端を支持するリテーナ２４を吸気バルブ軸１９の上端面側に移動させたことで、吸気バルブ軸１９の上端面から吸気バルブスプリンブ２２上端までの距離Ｄ１が短くなるため、吸気バルブスプリング２２上端を吸気バルブ軸１９に固定するコッタ２３及びリテーナ２４の自動組み付け設備費用の増加と組付性の悪化を防ぐことができる。 Further, in the internal combustion engine 1, the intake valve shaft 19 is longer than the exhaust valve shaft 21. The distance D 1 from the upper end surface of the intake valve shaft 19 to the upper end of the intake valve spring 22 and the upper end surface of the exhaust valve shaft 21. The distance D2 from the exhaust valve spring 26 to the upper end of the exhaust valve spring 26 is made substantially the same, the attachment position of the cotter 23 and the retainer 24 is moved to the upper end surface side of the intake valve shaft 19, and the attachment length L1 of the intake valve spring 22 is set. By making the attachment length L2 of the exhaust valve spring 26 larger, the swing side end 31 of the intake rocker arm 30 can be disposed close to the retainer 24 at the upper end of the intake valve spring 22.
As a result, when the internal combustion engine 1 is assembled with the upper end surface of the intake valve shaft 19 in contact with the swinging end 31 of the intake rocker arm 30, as shown in FIG. Further, the inclination of the intake rocker arm 30 can be received and suppressed by the retainer 24 that supports the upper end of the intake valve spring 22, and the intake rocker arm 30 can be moved from the upper end surface of the intake valve shaft 19 until the intake cam shaft 44 is assembled. It can be prevented from falling off.
Further, the internal combustion engine 1 moves the retainer 24 that supports the upper end of the intake valve spring 22 to the upper end surface side of the intake valve shaft 19, so that the upper end surface of the intake valve shaft 19 extends to the upper end of the intake valve spring 22. Therefore, the increase in the cost of automatic assembling of the cotter 23 and the retainer 24 for fixing the upper end of the intake valve spring 22 to the intake valve shaft 19 and the deterioration of the assemblability can be prevented.

この発明は、内燃機関のシリンダヘッドの構造を簡素化しつつ、吸気通路の配置の自由度を大きくすることができるものであり、各種車両の内燃機関に適用可能である。   The present invention can increase the degree of freedom of arrangement of the intake passage while simplifying the structure of the cylinder head of the internal combustion engine, and can be applied to internal combustion engines of various vehicles.

１ 内燃機関
３ シリンダヘッド
４ 燃焼室
５ 吸気ポート
６ 排気ポート
１６ 吸気バルブ
１７ 排気バルブ
２２ 吸気バルブスプリング
２４ リテーナ
２５ 受け座
２６ 排気バルブスプリング
２８ リテーナ
２９ 受け座
３０ 吸気ロッカーアーム
３１ 排気ロッカーアーム
３２ 支点側端部
３３ ローラ
３４ 揺動側端部
３６ 吸気ラッシュアジャスタ
３７ インジェクタ
３９ 支点側端部
４０ ローラ
４１ 揺動側端部
４３ 排気ラッシュアジャスタ
４４ 吸気カム軸
４５ 排気カム軸
４６ 吸気カム
４７ 排気カム
４８ 燃焼室側デッキ面
４９ カム軸側デッキ面 DESCRIPTION OF SYMBOLS 1 Internal combustion engine 3 Cylinder head 4 Combustion chamber 5 Intake port 6 Exhaust port 16 Intake valve 17 Exhaust valve 22 Intake valve spring 24 Retainer 25 Receiving seat 26 Exhaust valve spring 28 Retainer 29 Receiving seat 30 Intake rocker arm 31 Exhaust rocker arm 32 End portion 33 Roller 34 Swing side end portion 36 Intake lash adjuster 37 Injector 39 Support point side end portion 40 Roller 41 Swing side end portion 43 Exhaust lash adjuster 44 Intake cam shaft 45 Exhaust cam shaft 45 Intake cam shaft 46 Intake cam 47 Exhaust cam 48 Combustion chamber Side deck surface 49 Cam shaft side deck surface

Claims (3)

内燃機関の燃焼室に連通する吸気ポート及び排気ポートをシリンダヘッドのシリンダ中心線を挟んで両側にそれぞれ形成し、前記吸気ポート及び排気ポートをそれぞれ開閉する吸気バルブ及び排気バルブを前記シリンダヘッドのシリンダ中心線を挟んで両側に配置し、前記吸気バルブ及び排気バルブをそれぞれ開閉駆動する吸気ロッカーアーム及び排気ロッカーアームを前記吸気バルブ及び排気バルブの上方に配置し、前記吸気ロッカーアーム及び排気ロッカーアームを揺動させる吸気カム及び排気カムを備えた吸気カム軸及び排気カム軸をそれぞれ前記吸気ロッカーアーム及び排気ロッカーアームの上方に配置した内燃機関において、前記吸気ロッカーアーム及び排気ロッカーアームは、長手方向一側の支点側端部を中心に前記吸気カム及び排気カムから伝達される駆動力により長手方向他側の揺動側端部を揺動されて前記吸気バルブ及び排気バルブをそれぞれ開閉駆動し、前記吸気ロッカーアームの支点側端部を前記吸気バルブに対して前記排気バルブと反対側に配置し、前記排気ロッカーアームの支点側端部を前記吸気バルブ及び排気バルブの間に配置し、前記シリンダヘッドを吸気カム軸及び排気カム軸の各カム軸線方向から見た場合、前記吸気カム軸及び排気カム軸の各カム軸線を含むカム軸側デッキ面が前記シリンダヘッドのシリンダ中心線と直交する燃焼室側デッキ面と平行になるように形成し、前記シリンダヘッドには、前記吸気ロッカーアームの下方に前記吸気ポートを配置し、前記吸気バルブの吸気バルブ軸線及び排気バルブの排気バルブ軸線が前記シリンダ中心線に対して所定の角度で傾くように前記吸気バルブ及び排気バルブを配置した
ことを特徴とする内燃機関。 An intake port and an exhaust port communicating with the combustion chamber of the internal combustion engine are formed on both sides of the cylinder center line of the cylinder head, and an intake valve and an exhaust valve for opening and closing the intake port and the exhaust port, respectively, are provided in the cylinder of the cylinder head. An intake rocker arm and an exhaust rocker arm that are disposed on both sides of a center line, and that respectively open and close the intake valve and the exhaust valve are disposed above the intake valve and the exhaust valve, and the intake rocker arm and the exhaust rocker arm are In an internal combustion engine in which an intake cam shaft and an exhaust cam shaft each having an intake cam and an exhaust cam to be swung are disposed above the intake rocker arm and the exhaust rocker arm, respectively, the intake rocker arm and the exhaust rocker arm are arranged in the longitudinal direction. The intake cam and the fulcrum side end The driving force transmitted from the exhaust cam swings the swing side end on the other side in the longitudinal direction to open and close the intake valve and the exhaust valve, respectively, and the fulcrum side end of the intake rocker arm serves as the intake valve. The exhaust valve is disposed on the opposite side of the exhaust valve, the fulcrum end of the exhaust rocker arm is disposed between the intake valve and the exhaust valve, and the cylinder head is in the direction of each cam axis of the intake cam shaft and the exhaust cam shaft. When viewed from above, the cam shaft side deck surface including the cam axis lines of the intake cam shaft and the exhaust cam shaft is formed to be parallel to the combustion chamber side deck surface perpendicular to the cylinder center line of the cylinder head, In the cylinder head, the intake port is disposed below the intake rocker arm, and the intake valve axis of the intake valve and the exhaust valve axis of the exhaust valve are connected to the cylinder head. Internal combustion engine, characterized in that a said intake and exhaust valves so as to be inclined at a predetermined angle with respect to the core wire. 少なくとも前記吸気ロッカーアームの支点側端部は、基部をシリンダヘッドに埋設した吸気ラッシュアジャスタの先端部と当接し、前記シリンダヘッドに形成された吸気ポートと前記吸気ラッシュアジャスタとの間にインジェクタを配置したことを特徴とする請求項１に記載の内燃機関。   At least the fulcrum side end of the intake rocker arm is in contact with the tip of an intake lash adjuster whose base is embedded in the cylinder head, and an injector is disposed between the intake port formed in the cylinder head and the intake lash adjuster The internal combustion engine according to claim 1, wherein 前記吸気バルブ軸の上端面から吸気バルブスプリング上端までの距離と前記排気バルブ軸の上端面から排気バルブスプリング上端までの距離とを略同一とし、かつ前記吸気バルブスプリングの取付け長さを排気バルブスプリングの取付け長さよりも大きくしたことを特徴とする請求項１または請求項２に記載の内燃機関。   The distance from the upper end surface of the intake valve shaft to the upper end of the intake valve spring is substantially the same as the distance from the upper end surface of the exhaust valve shaft to the upper end of the exhaust valve spring, and the installation length of the intake valve spring is set to the exhaust valve spring. The internal combustion engine according to claim 1, wherein the internal combustion engine is longer than a mounting length of the engine.
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