JPH0138166B2 - - Google Patents
Info
- Publication number
- JPH0138166B2 JPH0138166B2 JP12219983A JP12219983A JPH0138166B2 JP H0138166 B2 JPH0138166 B2 JP H0138166B2 JP 12219983 A JP12219983 A JP 12219983A JP 12219983 A JP12219983 A JP 12219983A JP H0138166 B2 JPH0138166 B2 JP H0138166B2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- camshaft
- intake
- exhaust
- support shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 14
- 230000005540 biological transmission Effects 0.000 description 5
- 239000000446 fuel Substances 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- 238000013459 approach Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000005192 partition Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/242—Arrangement of spark plugs or injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/20—SOHC [Single overhead camshaft]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明は、シリンダの軸線に略沿つて点火栓
を、また前記軸線を含む平面を挾んで吸気弁及び
排気弁をそれぞれ配設した内燃機関のO.H.C.型
動弁装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an OHC type valve operating system for an internal combustion engine, in which an ignition plug is disposed approximately along the axis of a cylinder, and an intake valve and an exhaust valve are disposed across a plane including the axis. .
O.H.C.型動弁装置には、シリンダの軸線を含
む平面に略沿つて一本のカム軸を配設するS.O.
H.C.型動弁装置と、吸、排気弁にそれぞれ近接
して吸気用及び排気用の二本のカム軸を配設する
D.O.H.C.型動弁装置とがあるが、前者ではカム
軸に干渉されて点火栓を、燃焼に好条件のシリン
ダ軸線近傍へ配置することが極めて困難である
が、クランク軸からカム軸を駆動する調時伝動装
置の構造が簡単である上、特に重いカム軸が一本
で足りることから機関の軽量化に有利であり、そ
れに対し後者では両カム軸に干渉されずにシリン
ダ軸線近傍に点火栓を配置して機関の出力性能の
向上を図ることができるが、調時伝動装置の構造
の複雑化と機関の重量増加は免れず、いずれとも
一長一短がある。 The OHC type valve train has a single camshaft that runs approximately along the plane that includes the axis of the cylinder.
Two camshafts for intake and exhaust are arranged close to the HC type valve train and the intake and exhaust valves, respectively.
There is a DOHC type valve train, but with the former, it is extremely difficult to place the spark plug near the cylinder axis where the conditions are favorable for combustion due to interference with the camshaft. In addition to the simple structure of the time transmission, it is advantageous in reducing the weight of the engine because only one heavy camshaft is required.In contrast, in the latter case, the spark plug is placed near the cylinder axis without interference from both camshafts. Although it is possible to improve the output performance of the engine by arranging them, the structure of the timing transmission device becomes complicated and the weight of the engine increases, and both have advantages and disadvantages.
本発明は、上記２形式の動弁装置の利点のみを
取り入れて、カム軸を単に一本とするにも拘らず
点火栓のシリンダ軸線近傍への配置を可能にした
前記動弁装置を提供することを目的とする。 The present invention provides a valve train that incorporates only the advantages of the two types of valve train described above, and which allows the ignition plug to be placed near the cylinder axis despite having only one camshaft. The purpose is to
以下、図面により本発明の一実施例について説
明すると、第１図に示す内燃機関はＶ型多気筒機
関であり、したがつて左右Ｖ字状に配置された二
つのシリンダ列C1，C2を有する。両シリンダ列
C1，C2の構造は対称的であるので、以下左側シ
リンダ列C1についてのみ説明する。 Hereinafter, one embodiment of the present invention will be described with reference to the drawings. The internal combustion engine shown in FIG. 1 is a V-type multi-cylinder engine, and therefore has two cylinder rows C 1 and C 2 arranged in a V-shape on the left and right sides. has. Both cylinder rows
Since the structures of C 1 and C 2 are symmetrical, only the left cylinder row C 1 will be described below.
シリンダ１を有するシリンダブロツク２の上面
にはガスケツト４を介してシリンダヘツド３が重
合して結着される。シリンダ１にはピストン５が
摺合され、このピストン５に対面するシリンダヘ
ツド３の底面には燃焼室６が凹設される。 A cylinder head 3 is superimposed and bonded to the upper surface of a cylinder block 2 having a cylinder 1 via a gasket 4. A piston 5 is slidably fitted into the cylinder 1, and a combustion chamber 6 is recessed in the bottom surface of the cylinder head 3 facing the piston 5.
燃焼室６の天井面７は、シリンダ１の軸線Ac
またはその近傍を通る陵線Ｌから両側に向つて下
る二つの天井斜面７ａ，７ｂよりなつており、一
方の天井斜面７ａには一対の吸気ポート８，８
が、また他方の天井斜面７ｂには同じく一対の排
気ポート９，９がそれぞれ陵線Ｌに沿つて並んで
開口する。それら吸気ポート８，８及び排気ポー
ト９，９を開閉するように各一対の吸気弁１０，
１０及び排気弁１１，１１がシリンダヘツド３３
に設けられた弁ガイド１２，１２及び１３，１３
にそれぞれ摺動自在に支承される。その際、シリ
ンダ軸線Acを含み且つ前記陵線Ｌと平行な平面
Ｐを境として、吸気弁１０，１０は両シリンダ列
C1，C2間の谷Ｖ側に、排気弁１１，１１はそれ
と反対側に配置され、且つ両弁１０，１１は前記
平面Ｐに対して互いに反対方向に傾けられる。 The ceiling surface 7 of the combustion chamber 6 is aligned with the axis Ac of the cylinder 1.
It is made up of two ceiling slopes 7a and 7b that descend on both sides from a ridge line L that passes near the slope, and one ceiling slope 7a has a pair of intake ports 8 and 8.
However, on the other ceiling slope 7b, a pair of exhaust ports 9, 9 are opened in parallel along the ridge line L, respectively. Each pair of intake valves 10, so as to open and close the intake ports 8, 8 and the exhaust ports 9, 9,
10 and the exhaust valves 11, 11 are connected to the cylinder head 33
Valve guides 12, 12 and 13, 13 provided in
Each is slidably supported on the At that time, the intake valves 10, 10 are connected to both cylinder rows with a plane P that includes the cylinder axis Ac and is parallel to the ridge line L as a boundary.
On the side of the valley V between C 1 and C 2 , the exhaust valves 11, 11 are arranged opposite thereto, and both valves 10, 11 are tilted in opposite directions with respect to the plane P.
第２図及び第４図に示すように、シリンダヘツ
ド３には、電極を燃焼室６に臨ませる点火栓１４
が螺着され、その点火栓１４は吸、排気弁１０，
１０；１１，１１に囲まれるようにシリンダ軸線
Acに略沿つて配置される。 As shown in FIGS. 2 and 4, the cylinder head 3 includes a spark plug 14 with an electrode facing the combustion chamber 6.
is screwed on, and the spark plug 14 is connected to the intake and exhaust valves 10,
10; Cylinder axis surrounded by 11, 11
It is located approximately along Ac.
シリンダヘツド３の上面には、軸受台１５及び
ヘツドカバー１６を順次に重合結着して動弁室１
７が形成され、該室１７に前記吸気弁１０，１０
及び排気弁１１，１１に開閉動作を与える本発明
の動弁装置１８が設けられ、それは次のような構
成を有する。 A bearing stand 15 and a head cover 16 are successively superimposed and bonded to the upper surface of the cylinder head 3 to form a valve chamber 1.
7 is formed, and the intake valves 10, 10 are arranged in the chamber 17.
A valve operating device 18 of the present invention is provided, which provides opening and closing operations to the exhaust valves 11, 11, and has the following configuration.
吸気弁１０，１０及び排気弁１１，１１には、
これらを閉じ側に付勢する弁ばね１９，１９及び
２０，２０がそれぞれ装着される。 The intake valves 10, 10 and the exhaust valves 11, 11 include
Valve springs 19, 19 and 20, 20 are respectively attached to bias these toward the closing side.
吸気弁１０，１０の略直上、したがつてシリン
ダ軸線Acより谷Ｖ側に寄つた位置には、調時伝
動装置を介してクランク軸（いずれも図示せず）
に連動する一本のカム軸２１が前記平面Ｐと平行
に配設され、該軸２１はそのジヤーナル２１ｊ
を、軸受台１５及びそれにボルト２２，２３で結
着される軸受キヤツプ２４間に回転自在に挾持さ
れる。このようにカム軸２１を谷Ｖ側に片寄せし
て配置することは、両シリンダ列C1，C2の最大
外側寸法を極力縮めてＶ型機関の小型化を図る上
に有効である。 Almost directly above the intake valves 10, 10, and therefore closer to the valley V side than the cylinder axis Ac, there is a crankshaft (both not shown) via a timing transmission.
A single cam shaft 21 is disposed parallel to the plane P, and the shaft 21 is interlocked with the journal 21j.
is rotatably held between a bearing stand 15 and a bearing cap 24 connected thereto with bolts 22 and 23. Disposing the camshaft 21 so as to be shifted toward the valley V side in this manner is effective in reducing the maximum outer dimensions of both cylinder rows C 1 and C 2 as much as possible, thereby reducing the size of the V-type engine.
第３図に示すように、カム軸２１は吸気弁１
０，１０及び排気弁１１，１１に対応して各一対
の吸気カム２１ｉ，２１ｉ及び排気カム２１ｅ，
２１ｅを有し、吸気カム２１ｉ，２１ｉはジヤー
ナル２１ｊに隣接してその両側に配置され、排気
カム２１ｅ，２１ｅは更にその両外側に配置され
る。吸気カム２１ｉ，２１ｉと吸気弁１０，１０
の頭部との間に一対の第１カムフオロア２５，２
５が介装される。この第１カムフオロア２５，２
５は各基端に調節ボルト２６を備えており、この
調節ボルト２６の先端の球状端部２６ａがシリン
ダヘツド３に螺着された支持ボルト２７の球状凹
部２７ａに回動自在に係合される。 As shown in FIG. 3, the camshaft 21 is connected to the intake valve 1.
0, 10 and exhaust valves 11, 11, each pair of intake cams 21i, 21i and exhaust cams 21e,
21e, the intake cams 21i, 21i are arranged adjacent to and on both sides of the journal 21j, and the exhaust cams 21e, 21e are further arranged on both sides thereof. Intake cams 21i, 21i and intake valves 10, 10
a pair of first cam followers 25, 2 between the head of the
5 is interposed. This first cam follower 25, 2
5 is equipped with an adjusting bolt 26 at each base end, and a spherical end 26a at the tip of the adjusting bolt 26 is rotatably engaged with a spherical recess 27a of a support bolt 27 screwed onto the cylinder head 3. .
軸受台１５に第１及び第２支軸２８，２９がそ
れぞれボルト２２，３０により固着され、その
際、両支軸２８，２９は、吸、排気弁１０，１
０；１１，１１間において点火栓１４の軸線Ap
を挾んで互いに充分離隔し、且つカム軸２１と平
行に配置される。そして、吸気弁１０，１０に近
い第１支軸２８は、排気カム２１ｅ，２１ｅにそ
れぞれ係合する一対の第２カムフオロア３１，３
１を揺動自在に支承し、排気弁１１，１１に近い
第２支軸２９は、排気弁１１，１１の頭部にそれ
ぞれ調節ボルト３２を介して係合する一対のベル
クランク形ロツカアーム３３，３３を揺動自在に
支承する。これら第２カムフオロア３１，３１と
ロツカアーム３３，３３との対向面間には一対の
プツシユロツド３４，３４がそれぞれ介装され
る。 First and second support shafts 28 and 29 are fixed to the bearing stand 15 with bolts 22 and 30, respectively, and at that time, both support shafts 28 and 29 are connected to the intake and exhaust valves 10 and 1.
0: Axis line Ap of the spark plug 14 between 11 and 11
The camshafts 21 and 21 are arranged parallel to the camshaft 21 so as to be sufficiently separated from each other. The first support shaft 28 close to the intake valves 10, 10 has a pair of second cam followers 31, 3 that engage with the exhaust cams 21e, 21e, respectively.
The second support shaft 29, which swingably supports the exhaust valves 11 and 11, has a pair of bell crank type rocker arms 33, which engage the heads of the exhaust valves 11 and 11 via adjustment bolts 32, respectively. 33 is swingably supported. A pair of push rods 34, 34 are interposed between the opposing surfaces of the second cam followers 31, 31 and the rocker arms 33, 33, respectively.
前記点火栓１４の脱着のために使用される工具
孔３５は、前記両支軸２８，２９及び両プツシユ
ロツド３４，３４の四者に囲まれる領域でシリン
ダヘツド３の点火栓１４装着部からヘツドカバー
１６に亘り設けられ、この工具孔３５の動弁室１
７を貫通する部分はヘツドカバー１６と軸受台１
５との間に介装された隔壁筒３６によつて形成さ
れる。この場合、両支軸２８，２９は互いに充分
に離隔させてあり、また両プツシユロツド３４，
３４は両外側位置の排気カム２１ｅ，２１ｅに係
合させてその間にも広い間隔を確保してあるの
で、前記工具孔３５は点火栓１４の脱着を容易に
行い得る充分な大きさに形成することができる。 A tool hole 35 used for attaching and detaching the spark plug 14 is located in an area surrounded by the two support shafts 28, 29 and the push rods 34, 34, and extends from the spark plug 14 mounting portion of the cylinder head 3 to the head cover 16. The valve train chamber 1 of this tool hole 35
The part that passes through 7 is the head cover 16 and the bearing stand 1.
5 and is formed by a partition wall cylinder 36 interposed between the two. In this case, both support shafts 28 and 29 are spaced sufficiently apart from each other, and both push rods 34 and
Since the tool hole 34 is engaged with the exhaust cams 21e and 21e at both outer positions, and a wide space is secured between them, the tool hole 35 is formed to have a sufficient size to allow the spark plug 14 to be easily attached and detached. be able to.
次にこの実施例の作用を説明すると、機関の運
転中、カム軸２１は図示しない調時伝動装置を介
してクランク軸より回転駆動される。そしてピス
トン５の吸気行程が開始されると、吸気カム２１
ｉ，２１ｉの山部が第１カムフオロア２５，２５
をそれぞれ吸気弁１０，１０に向けて揺動させる
ので、これによつて吸気弁１０，１０は弁ばね１
９，１９の弾発力に抗して開弁し、吸気行程の終
了時には吸気カム２１ｉ，２１ｉの山部が第１カ
ムフオロア２５，２５を通り過ぎるので、吸気弁
１０，１０は弁ばね１９，１９の弾発力を以つて
閉弁する。この間に図示しない気化器等の混合気
生成装置から混合気が吸気ポート８，８を通して
燃焼室６に吸入される。 Next, the operation of this embodiment will be explained. During operation of the engine, the camshaft 21 is rotationally driven by the crankshaft via a timing transmission (not shown). Then, when the intake stroke of the piston 5 is started, the intake cam 21
The peaks of i and 21i are the first cam followers 25 and 25
are swung toward the intake valves 10, 10, respectively, so that the intake valves 10, 10 are moved toward the valve spring 1.
The intake valves 10, 10 open against the elastic force of the valve springs 19, 19, and the peaks of the intake cams 21i, 21i pass by the first cam followers 25, 25 at the end of the intake stroke. The valve closes with an elastic force of . During this time, an air-fuel mixture is drawn into the combustion chamber 6 from an air-fuel mixture generating device such as a carburetor (not shown) through the intake ports 8, 8.
ピストン５が圧縮行程の終りに近づくと、点火
栓１４の火花放電により燃焼室６の圧縮ガスに着
火され、ピストン５は膨張行程に移る。このと
き、点火栓１４はシリンダ軸線Acまたはその近
傍に位置を占めているので、着火点から燃焼室６
の各周縁までの火焔伝播距離が略等しく、したが
つて燃焼時間が最小限度に短縮されて高出力が発
揮される。 When the piston 5 approaches the end of its compression stroke, the compressed gas in the combustion chamber 6 is ignited by the spark discharge from the spark plug 14, and the piston 5 moves to the expansion stroke. At this time, since the spark plug 14 is located at or near the cylinder axis Ac, the combustion chamber 6
The flame propagation distance to each peripheral edge is approximately equal, so the combustion time is shortened to the minimum and high output is achieved.
ピストン５の排気行程が開始されると、排気カ
ム２１ｅ，２１ｅの山部が第２カムフオロア３
１，３１をプツシユロツド３４，３４側に揺動さ
せるので、プツシユロツド３４，３４が変位して
ロツカアーム３３，３３を排気弁１１，１１に向
けて揺動させ、これによつて排気弁１１，１１は
弁ばね２０，２０の弾発力に抗して開弁し、排気
行程の終了時には排気カム２１ｅ，２１ｅの山部
が第２カムフオロア３１，３１を通り過ぎるの
で、排気弁１１，１１は弁ばね２０，２０の弾発
力を以つて閉弁する。この間に燃焼室６から排気
ポート９，９へ排ガスが排出される。 When the exhaust stroke of the piston 5 is started, the peaks of the exhaust cams 21e and 21e are aligned with the second cam follower 3.
1 and 31 are swung toward the push rods 34 and 34, the push rods 34 and 34 are displaced and the rocker arms 33 and 33 are swung toward the exhaust valves 11 and 11, whereby the exhaust valves 11 and 11 are The valves open against the elastic force of the valve springs 20, 20, and at the end of the exhaust stroke, the peaks of the exhaust cams 21e, 21e pass the second cam followers 31, 31, so the exhaust valves 11, 11 are opened by the valve springs 20. , 20, the valve closes. During this time, exhaust gas is discharged from the combustion chamber 6 to the exhaust ports 9, 9.
点火栓１４の脱着に際しては、工具孔３５に専
用工具を挿入して点火栓１４の頭部に嵌め、これ
を回転することにより行われる。 The ignition plug 14 is attached and detached by inserting a special tool into the tool hole 35, fitting it onto the head of the ignition plug 14, and rotating the tool.
尚、本発明においては、前記実施例とは反対
に、カム軸２１及び第１、第２カムフオロア２
５，３１を排気弁１１側に、ロツカアーム３３を
吸気弁１０側にそれぞれ配置することもでき、ま
た排気カム２１ｅ，２１ｅをジヤーナル２１ｊの
両側に隣接させ、吸気カム２１ｉ，２１ｉをその
両外側に配置することもできる。また吸、排気弁
の使用本数は限定するものはなく、例えば吸、排
気弁を各一本宛としたものにも本発明を適用する
ことができる。 In addition, in the present invention, contrary to the above embodiment, the camshaft 21 and the first and second cam followers 2
5 and 31 can be placed on the exhaust valve 11 side, and the rocker arm 33 can be placed on the intake valve 10 side. Alternatively, the exhaust cams 21e and 21e can be placed adjacent to both sides of the journal 21j, and the intake cams 21i and 21i are placed on both sides of the journal 21j. It can also be placed. Further, there is no limit to the number of intake and exhaust valves used, and the present invention can be applied to, for example, one intake and one exhaust valve each.
以上のように本発明によれば、O.H.C.型動弁
装置を、吸、排気弁の一方の弁に近接して配設さ
れたカム軸と、前記一方の弁及び前記カム軸間に
介装されて該カム軸の開弁力を該一方の弁に伝達
する第１カムフオロアと、前記一方の弁に近接し
て配設された第１支軸と、前記吸、排気弁の他方
の弁に近接して配設された第２支軸と、前記第１
支軸に揺動自在に支承されて前記カム軸に係合す
る第２カムフオロアと、前記他方の弁に係合する
ロツカアームと、前記第２カムフオロア及び前記
ロツカアーム間に介装されて前記カム軸から該第
２カムフオロアに伝達される開弁力を該ロツカア
ームを介して前記他方の弁に伝達するプツシユロ
ツドとより構成したので、単一のカム軸を使用し
ながらも、これに干渉されることなく点火栓のシ
リンダ軸線近傍への配置が可能となり、したがつ
て調時伝動装置を簡単に構成できて機関のコンパ
クト化を図ると共にその軽量化にも寄与すること
ができ、その上、混合気の良好な燃焼状態が得ら
れて出力性能を向上させることができる。 As described above, according to the present invention, an OHC type valve train is provided with a camshaft disposed close to one of the intake and exhaust valves, and a camshaft interposed between the one valve and the camshaft. a first cam follower that transmits the valve-opening force of the camshaft to the one valve; a first support shaft disposed adjacent to the one valve; and a first support shaft adjacent to the other of the intake and exhaust valves. a second support shaft disposed in such a manner as to
a second cam follower that is swingably supported on a support shaft and engages with the camshaft; a rocker arm that engages with the other valve; Since the configuration includes a push rod that transmits the valve opening force transmitted to the second cam follower to the other valve via the rocker arm, ignition can be performed without interference even though a single cam shaft is used. The stopper can be placed near the cylinder axis, making it easy to configure the timing transmission, making the engine more compact and lighter, and also improving the air-fuel mixture. It is possible to obtain a combustion state that improves output performance.
第１図は本発明の一実施例に基づく内燃機関の
要部の縦断正面図、第２図は第１図におけるシリ
ンダヘツドの底面図、第３図はヘツドカバーを外
した状態で示した第１図の拡大平面図、第４図は
第３図の−線断面図である。
Ac……シリンダ軸線、Ap……点火栓の軸線、
Ｐ……シリンダ軸線を含む平面、１……シリン
ダ、１０……吸気弁、１１……排気弁、１４……
点火栓、１８……動弁装置、２１……カム軸、２
５……第１カムフオロア、２８……第１支軸、２
９……第２支軸、３１……第２カムフオロア、３
３……ロツカアーム、３４……プツシユロツド。
Fig. 1 is a longitudinal sectional front view of the main parts of an internal combustion engine according to an embodiment of the present invention, Fig. 2 is a bottom view of the cylinder head in Fig. 1, and Fig. 3 is a cylinder head shown with the head cover removed. FIG. 4 is an enlarged plan view of the figure, and FIG. 4 is a sectional view taken along the line -- of FIG. Ac...Cylinder axis, Ap...Ignition plug axis,
P... Plane including cylinder axis, 1... Cylinder, 10... Intake valve, 11... Exhaust valve, 14...
Spark plug, 18...Valve train, 21...Camshaft, 2
5...First cam follower, 28...First support shaft, 2
9...Second support shaft, 31...Second cam follower, 3
3...Rotsuka arm, 34...Pushyrod.
Claims (1)
記軸線を含む平面を挾んで吸気弁及び排気弁をそ
れぞれ配設した内燃機関のO.H.C.型動弁装置で
あつて、前記吸、排気弁の一方の弁に近接して配
設されたカム軸と、前記一方の弁及び前記カム軸
間に介装されて該カム軸の開弁力を該一方の弁に
伝達する第１カムフオロアと、前記一方の弁に近
接して配設された第１支軸と、前記吸、排気弁の
他方の弁に近接して配設された第２支軸と、前記
第１支軸に揺動自在に支承されて前記カム軸に係
合する第２カムフオロアと、前記第２支軸に支承
されて前記他方の弁に係合するロツカアームと、
前記第２カムフオロア及び前記ロツカアーム間に
介装されて前記カム軸から該第２カムフオロアに
伝達される開弁力を該ロツカアームを介して前記
他方の弁に伝達するプツシユロツドとよりなる
O.H.C.型動弁装置。 ２ 特許請求の範囲第１項記載のものにおいて、
前記第１及び第２支軸は前記点火栓の軸線を挾ん
で互いに離隔するよう配設された、内燃機関の
O.H.C.型動弁装置。[Scope of Claims] 1. An OHC type valve operating system for an internal combustion engine, in which an ignition plug is disposed approximately along the axis of a cylinder, and an intake valve and an exhaust valve are disposed across a plane including the axis, wherein the a camshaft disposed close to one of the intake and exhaust valves, and a camshaft interposed between the one valve and the camshaft to transmit the opening force of the camshaft to the one valve. 1 cam follower, a first support shaft disposed close to the one valve, a second support shaft disposed close to the other of the intake and exhaust valves, and the first support shaft a second cam follower that is swingably supported by and engages with the camshaft; a rocker arm that is supported by the second support shaft and engages with the other valve;
a push rod interposed between the second cam follower and the rocker arm to transmit the valve opening force transmitted from the camshaft to the second cam follower to the other valve via the rocker arm;
OHC type valve train. 2. In what is stated in claim 1,
The first and second support shafts are arranged so as to sandwich the axis of the spark plug and be spaced apart from each other.
OHC type valve train.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12219983A JPS6013906A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
| GB08417002A GB2142975B (en) | 1983-07-05 | 1984-07-04 | Internal combustion engine having single overhead camshaft |
| CA000458076A CA1240577A (en) | 1983-07-05 | 1984-07-04 | Valve actuating mechanism for internal combustion engines |
| US06/627,928 US4527518A (en) | 1983-07-05 | 1984-07-05 | Internal combustion engine having single overhead camshaft |
| IT48512/84A IT1179387B (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH SINGLE CAMSHAFT IN THE HEAD |
| DE19843424773 DE3424773A1 (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH A SINGLE OVERHEAD CAMSHAFT |
| FR848410704A FR2548730B1 (en) | 1983-07-05 | 1984-07-05 | INTERNAL COMBUSTION ENGINE WITH SINGLE HEAD CAMSHAFT |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12219983A JPS6013906A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6013906A JPS6013906A (en) | 1985-01-24 |
| JPH0138166B2 true JPH0138166B2 (en) | 1989-08-11 |
Family
ID=14830010
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12219983A Granted JPS6013906A (en) | 1983-07-05 | 1983-07-05 | O.h.c. type valve mechanism of internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6013906A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2537205B2 (en) * | 1986-07-09 | 1996-09-25 | 本田技研工業株式会社 | Valve train for internal combustion engine |
-
1983
- 1983-07-05 JP JP12219983A patent/JPS6013906A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6013906A (en) | 1985-01-24 |
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