年丨月城修(更)正替換頁 九、發明說明： 〜 【發明所屬之技術領域】 本發明係關於一種用於—Φ '車輛（諸如機車）的一内燃機的 減壓裝置。 【先前技術】 在内燃機之—相關減壓裝置中，-氣缸體幾乎平行於其 欠平軸向女裝1 -用於打開及關進氣閥及排氣間的 凸輪轴支標於一具有斜靡备土 々— 令f應氣缸中之一進氣口及一排氣口的 氣缸蓋上。此外，&齡缸> ., 凸輪軸之一側安裝於一具有一僅當凸輪 -反向時彳祕用於傳送扭力的内建式單向離合器的減壓單 π ’且-止擋單元經提供至氣缸蓋以當凸輪轴在正向旋轉 中時停止減壓單元之操作。 [專利文件 1] JP-ANo. 2002_295217 【發明内容】 [本發明有待解決之問題] 然而’在關聯結構中，止擔單元不顧所涉及的工作困難 :安裝於氣缸蓋，且其並不是非常易於裝配凸輪軸及 減壓單元。另夕卜’由於具有一止擋安裝部分氣缸蓋可能 變得更重及更複雜。此外，相關構造使得製造用於氣紅蓋 之止擋安装部分困難。 赛於上述問題，本發明之—目標係提供内燃機的減壓裝 =，其特徵在於在引擎中裝配的簡m氣缸蓋的減小重 里、簡化結構，及氣缸蓋製造的簡易性。 [解決問題之方法] 117993-990122.doc -- 开年/月以曰修(更)正替換頁 為了得到前述目標及優勢，提供一内燃機（例如，例示 性實施例中之引擎2〇)之減壓裝置，該内燃機配備有：一 内部具有一進氣口及一排氣口（例如，例示性實施例中 氣口 4 9及排氣口 5 〇 )之氣紅蓋（例如，例示性實施例中 、氣虹蓋24)，用於打開及關閉該進氣口及該排氣口的一 、氣閥及一排氣閥（例如’例示性實施例中之進氣閥5 1及 排札閥52)，一用於操作該進氣閥及該排氣閥的可旋轉地 芽至。亥氣紅蓋上之凸輪軸（例如，例示性實施例中之凸 及一用於支撐該凸輪轴的與該氣紅蓋共同使用 輪轴固持器（例如，例示性實施例中之凸輪轴固持器 5) 減壓裝置特徵在於包含：一減壓單元（例如，例示 性實施例中之減壓凸輪67)，其安裝於凸輪轴且包括一操 作用於僅當該凸輪軸反向旋轉時傳送扭力之内建式單向離 2器（例如，例示性實施例中之單向離合器66);及一止擋 早凡（例如，例示性實施例甲之止擋塊72)，其安裝於該凸 軸固冑器且當凸輪轴正向旋轉時停止減壓單元之一祅 作。 、 —本發明之減壓裝置特徵在於一用於安裝止擋單元的止擋 安裝部*(例#，例示性實施例中之止擋安裝部分 : 輪軸固持器整體地形成。 〃 本發明之減壓裝置特徵在於凸輪轴固持器與氣缸一 可拆離方式接合。 以 [本發明之效果] 根據本發明，在一凸輪轴固持器上預先分裝配 I17993-990122.doc丨 城 修 修 修 修 页 九 九 九 九 发明 发明 发明 发明 发明 发明 发明 发明 发明 发明 发明 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 。 [Prior Art] In the internal combustion engine-related decompression device, the cylinder block is almost parallel to its under-flat axial direction. The female shaft 1 is used to open and close the camshaft of the intake valve and the exhaust valve. Prepare the soil - make f should be one of the air intakes of the cylinder and the cylinder head of a vent. In addition, & age cylinder>., one side of the camshaft is mounted on a decompression single π' and - stop having a built-in one-way clutch for transmitting torque only when cam-reverse The unit is supplied to the cylinder head to stop the operation of the decompression unit when the cam shaft is in the forward rotation. [Patent Document 1] JP-A No. 2002_295217 [Disclosure] [Problems to be Solved by the Invention] However, in the related structure, the stop unit disregards the work difficulty involved: it is mounted on the cylinder head, and it is not very easy Assemble the camshaft and decompression unit. In addition, the cylinder head having a stop mounting portion may become heavier and more complicated. Moreover, the related configuration makes it difficult to manufacture the stopper mounting portion for the gas red cap. In view of the above problems, the present invention is directed to providing a pressure reducing device for an internal combustion engine, which is characterized by a reduced weight of a simple cylinder head assembled in an engine, a simplified structure, and ease of manufacture of the cylinder head. [Method of Solving the Problem] 117993-990122.doc -- Opening/Year of Repairing (More) Replacement Page In order to achieve the aforementioned objectives and advantages, an internal combustion engine (for example, the engine 2 in the exemplary embodiment) is provided. A decompression device equipped with a gas red cap having an air inlet and an exhaust port (for example, port 49 and exhaust port 5 in the exemplary embodiment) (eg, an exemplary embodiment) a medium and a gas cap 24) for opening and closing the air inlet and the exhaust port, an air valve and an exhaust valve (for example, the intake valve 5 1 and the exhaust valve in the exemplary embodiment) 52), a rotatably bud to operate the intake valve and the exhaust valve. A camshaft on a red cap (for example, a projection in an exemplary embodiment and a hub retainer for supporting the camshaft in conjunction with the gas cap) (eg, camshaft retention in an exemplary embodiment) The pressure reducing device is characterized by comprising: a pressure reducing unit (for example, the pressure reducing cam 67 in the exemplary embodiment) mounted to the cam shaft and including an operation for transmitting only when the cam shaft is rotated in the reverse direction a built-in one-way clutch of torque (eg, one-way clutch 66 in the illustrated embodiment); and a stop (for example, stop block 72 of the illustrative embodiment) mounted to the brake The convex shaft fixing device stops one of the decompression units when the cam shaft rotates in the forward direction. The decompression device of the present invention is characterized by a stopper mounting portion for mounting the stopper unit (example #, illustration) The stopper mounting portion in the embodiment: the axle holder is integrally formed. 〃 The pressure reducing device of the present invention is characterized in that the camshaft holder is detachably engaged with the cylinder. [Effect of the Invention] According to the present invention, Pre-assembly on a camshaft holder I17993-990122.doc
1咸弓丨擎裝配步驟之數目為可能的。此外，因A 複雜結構的氣缸蓋除去止擋因為自相對 缸曰上 展丨刀故氣虹蓋#犋争 八間化結構，及可容易地製造。另外， ¥ 及止擋單元以可拆離方式接 ·-、虱盍 要處理止擋單元上可能的損害。 个丹窩 根據本發明，產^的成本減小藉由 安裝的零件數目來得到。 纟歧龛周圍所 根據本發明，在—凸輪軸固持器中形成—孔變得容易， 在凸輪軸固持器安裝至氣缸蓋 „ ^ h早兀裝配入該 又，將止擋單元裝配入該孔中變得更容易。 【實施方式】 ° [執行本發明之最佳模式] 現將參看隨附圖式來解釋本發明之較佳實施例。除非另 有說明’否則以下所描述之正向/反向及右/左方向與自車 輛之方向相同。另外，在圖式中，分別地，箭頭FR指示車 輛的前侧，箭頭⑽示車輛之左側，及箭頭仰指 的上側。 在-展示於圖4的機車(車輛”中，可樞轉地支撐前輪 4之左側和右側上的前叉5以其可經由轉向桿6來控制之方 式枢軸地安裝在位於車體骨架2之前端部分上的頭管^上。 一用於轉向之把手7安裝於轉向桿6的上部分上。 車體骨架2係所謂的骨幹類型，其具有一自頭管3向下部 後側傾斜延伸的主管8,及一在頭管3與一用於乘客容易騎 坐於上面的座位之間的降低空間。左及右樞軸板1〇與主管 M7993-990I22.doc 1325920 * ??年/月公日修(更)正替換頁 8的後端部分接合，且一樞軸地支撐後輪丨丨的搖臂12的前 端部分搖動地樞轉至左及右樞轴板1〇之每一者。1 The number of salt bowing assembly steps is possible. In addition, the cylinder head of the A complex structure is removed from the stop because the shovel is extended from the opposite cylinder, so that the yoke can be easily manufactured. In addition, the ¥ and stop units are detachably connected. -, 虱盍 To handle possible damage on the stop unit. According to the present invention, the cost reduction of the product is obtained by the number of parts to be mounted. According to the present invention, it is easy to form a hole in the camshaft holder, and the camshaft holder is attached to the cylinder head „^h, and the stopper unit is fitted into the hole. [Embodiment] [Best Mode for Carrying Out the Invention] The preferred embodiments of the present invention will now be explained with reference to the accompanying drawings, unless otherwise indicated. The reverse and right/left directions are the same as the direction of the self-vehicle. In addition, in the drawings, the arrow FR indicates the front side of the vehicle, the arrow (10) indicates the left side of the vehicle, and the upper side of the arrow indicates. In the locomotive (vehicle) of FIG. 4, the front fork 5 pivotally supporting the left and right sides of the front wheel 4 is pivotally mounted on the front end portion of the body frame 2 in such a manner that it can be controlled via the steering lever 6. A head 7 for steering is mounted on the upper portion of the steering rod 6. The body frame 2 is a so-called backbone type having a main pipe 8 extending obliquely from the head pipe 3 to the rear side of the lower portion, and One in the head tube 3 and one for the passengers easy to ride on The space between the seats is reduced. The left and right pivot plates 1〇 are engaged with the main body M7993-990I22.doc 1325920 * The year/month public day repair (more) is replacing the rear end portion of the page 8 and a pivot The front end portion of the rocker arm 12 that axially supports the rear rim pivotally pivots to each of the left and right pivot plates 1''.
主管8之後部與朝向一上後側傾斜延伸的左及右座位骨 架13的一前端部分接合’且左及右後部緩衝墊14分別安裝 在左及右座位骨架13的前及後之中心部分與搖臂12的左及 右臂的後端部分之間。用於駕駛者與後座乘客騎坐之座位 9安裝於左及右座位骨架13的上側處。另外，參考數字15 指示駕駛者之踏板’且參考數字16指示後座乘客之踏板。The rear portion of the main pipe 8 is engaged with a front end portion of the left and right seat frames 13 extending obliquely toward the upper rear side, and the left and right rear cushions 14 are respectively installed at the front and rear center portions of the left and right seat frames 13 and Between the rear end portions of the left and right arms of the rocker arm 12. The seat for the driver and the rear seat passenger to ride 9 is mounted on the upper side of the left and right seat frames 13. In addition, reference numeral 15 indicates the driver's pedal' and reference numeral 16 indicates the pedal of the rear seat passenger.
一用於機車1的作為原動機的引擎（内燃機）2〇安裝在一 車體骨架2的中心下部分之内側上。引擎2〇係一曲軸沿著 車輛寬度方向（左及右方向）的氣冷式四衝程單缸引擎，且 一氣缸體22自一曲轴箱21之前端部分幾乎水平地面向車輛 前部而固持。引擎20安裝於車體骨架2上，同時曲軸箱21 之後部分的頂部及底部支撐於兩側上之樞轴板1 〇且曲轴箱 21之上部分經由一引擎吊架8a支撐於一主管8之前及後側 的中心部分。 對於氣缸體22尖知（則端）處的氣缸盖24而言，一節流體 26的下游側連接至氣知：蓋24之上側，且同時一排氣管27之 一基端連接至氣缸蓋2 4之下側。及，節流體2 6之一上游側 連接至一空氣濾清器箱26a ’該空氣濾清器箱26a支撐於主 管8的下部前部分上。排氣管27在氣缸蓋24下面適當彎曲 之後反向延伸’且連接至一安置在引擎2〇後部處的消音器 27a。具有廢氣淨化功能的催化轉化器28自排氣管27至氣 缸體2 2向下傾斜地安裝在左侧上〇 117993-990122.doc 1325920 們年/月：^修(更)正替換頁j 來自引擎20之扭力經由一離合器及一容納於曲軸箱 内之傳動裝置輸出至曲軸箱21之後部分的左側上的主動鏈 輪32，且經由一主動鏈33自對應的主動鏈輪傳送至後輪 11之左側上的從動鏈輪34。 車體骨架2之前部分、引擎2〇之氣缸體22、節流體％、 空氣濾清器箱26a及其類似物以一由合成樹脂材料製成的 前車身蓋35覆蓋。前車身蓋35亦充當—用於保護駕驶者的 腿部以免遭受前方區域中的強風壓力的腿部擋板。同樣 地，車體骨架2之後部分亦以一由合成樹脂材料製成的後 車身蓋36覆蓋。後車身蓋36，連同左及右座位骨架η 一起 支撐一座位9。在車體骨架2之後部分的内側，存在一安裝 於座位9下的手套工作箱37，且一支撐於左及右座位骨架 13之前部分的燃油箱38安裝於手套工作箱37之一前部下側 處0 如在圖2中所展示，引擎2〇之氣缸體22具有一近似平行 於（具體而言，自前側稍微向上）地面的軸線c，且其自曲 軸箱21之前端部分向前（車輛的行進方向）突出。氣缸體U 包括一安裝於曲軸箱21之前端部分上的氣缸主體23，安裝 於對應氣缸主體23之前端部分上的氣缸蓋24，及—安裝於 對應氣缸蓋24之前端部分的頂蓋25。在下文描述中，平行 於氣缸體22中的軸線c(氣缸軸線）之正向及反向方向將可 與氣缸之正向及反向方向互換地使用，且正交於軸線c之 向上及向下方向將可與氣缸之向上及向下方向互換地使 用》藉由來自車輛前側之複數個螺栓，氣缸蓋24、氣缸主 117993-990122.doc •10· 正 ，及凸輪轴固持器65(將稱後描述）與曲轴箱η整體地 <成（參看圖4)此外，藉由自車輛前側插人地裝配的複數 個螺栓’頂盍25固^至凸輪軸固持器似氣缸蓋24。 <看® 3 主體23在其之内部具有一沿著轴線c而形 成的乳缸腔39 ’且—活塞4G可往復地配合於對應的氣虹腫 39中。-連接桿41之—小的末端部分經由左及右方向的活 塞銷可搖動地連接^、、壬空心 山 逆接至活塞40，且對應連接桿41之一大的末 端°卩刀經由左及右方向的曲柄銷可旋轉地連接至一曲軸 在引擎20之正*操作期間，曲軸42沿著活塞之往復 移動在順時針方向（當在圖2中觀看時）中旋轉。 離式離s益29共轴地安裝於曲軸42之右端部分上， 且曲軸42之-扭力（視其旋轉速度而定）經由對應離心式離 。29傳送至一初級主動齒輪43。初級主動齒輪G共軸地 女裝於曲軸42之右軸部分（當自曲柄塊觀看時，為右側） 上，且作為在曲軸42後面的一主軸45的右側，對應的初級 主動齒輪43與一初級從動齒輪44嚙合，該初級從動齒輪44 共軸地安裝於一主軸45的軸上。主軸45在曲軸“後面安裝 以平行於曲軸42的左及右軸。一多盤離合器3〇共軸地安裝 於主軸45之右端部分上，以便控制在一駕駛者之操作下的 一動力傳動裝置，且一經由對應多盤離合器3〇輸入至初級 從動齒輪44的扭力被傳送至主轴45。 主軸45連同一在其後側處平行安裝的副軸46支撐一變速 器齒輪組47(圖3中，其展示為與彼此嚙合的一對變速器齒 輪）且構成一傳動裝置31之一主要結構。 在駕驶者之操作 117993-990122.doc 1325920 fi年丨月钟修(¾正替換頁 下，主軸45及副轴46經由一改變單元（未圖示）逐步地改變 變速器齒輪組47之一齒輪比。副軸46之左端部分在曲軸箱 21外部突出，且主動鏈輪32可安裝於該副軸46 。又，圖2 中的參考數字63指示一用於起動引擎2〇的起動馬達。 參看圖5，氣缸蓋24連同藉由封閉氣缸膛39之一前端開 口而安置於上死點（top dead center)處的活塞4〇形成所謂的 單斜面屋頂形燃燒室。在本實施例中，引擎2〇係—〇HC 2 閥，且燃燒室側上的一進氣口 49及一排氣口 5〇的—開口分 別形成於燃燒室之一屋頂構成部分的兩個傾斜上側面中的 每一者中。此處，對應燃燒室之開口分別由一進氣閥51及 —排氣閥52打開或關閉。 每一口 49及50充當一用於使燃燒室與氣缸蓋24之上部分 上的節流體安裝部分53連通，或使燃燒室與氣缸蓋24之下 部分上的一排氣管安裝部分54連通的通路或流動通道。每 口自燃燒室側上的開口向前傾斜延伸至前部以近似正交 於傾斜的上側面，且向上或向下彎曲直至其到達節流體安 裝部分53或排氣管安裝部分54為止。節流體安裝部分53及 排氣管安裝部分54形成近似正交於氣缸之向上及向下方向 的平面，且當節流體26之一絕緣體或排氣管27之一接合凸 緣與對應平面進行接觸時連接於彼此。 每一閥51及52之一桿共同形成一 v形（若自側面觀看）， 且與傾斜上側面近似正交地向前傾斜地延伸。此等桿通過 進氣口 49及排氣口 50的内壁，且一保持器52a(圖5僅展示 排氣口侧面52)。隨後分別插入地安裝於其前端部分上。 117993-990122.doc •12· 因為一閥彈簧52b(圖5僅展示排氣口側面52)之一彈簧力經 由對應保持器52a輸入至每一閥51及52，故施加一力以封 閉每一口 49及50之燃燒室側面上的開口。 平行於曲軸42，單一凸輪轴57在閥51及52的桿之間安 裝°凸輪軸5 7具有在其縱向中整體形成於中心部分處的一 進氣凸輪57a及一排氣凸輪57b，且此兩者之末端部分經由 軸承可旋轉地支撐於氣缸蓋24及凸輪轴固持器65。一從動 鏈輪58共軸地固定於凸輪軸57之左端部分上，且一環形凸 輪鏈60圍繞對應的從動鏈輪58及主動鏈輪59捲繞’該主動 鍵輪59共轴地固定在曲軸42的左端部分上。如此，凸輪軸 57與曲軸42在相同方向中接合地旋轉。 在凸輪軸57與每一閥51及52之桿的前端部分之間，分別 存在平行於凸輪軸57的進氣或排氣搖動轴61及62。每一搖 動軸61及62支撐於凸輪軸固持器65,且一進氣搖臂55或排 氣搖臂56之中心部分分別可搖動地支撐於一對應的搖動軸 61及62。另外，與一進氣凸輪57a或一排氣凸輪57b之一外 圓周表面進行接觸的凸輪滾子56a(圖5僅展示排氣閥側面 52)。可旋轉地支撐於每一搖臂55及56之凸輪軸57的末端 部分。同時，一挺桿螺栓56b(圖5僅展示排氣閥側面52)。 由一鎖定螺母以一整體方式藉由一螺釘固定至每一搖臂55 及56之另一末端部分。 搖臂55及56之每一者經由挺桿螺栓56b接合至每一閥51 及52之桿的前端部分，且在凸輪軸57旋轉期間搖動，足夠 地至每一凸輪57a及57b的一圓周圖案。如此，其對應閥51 117993-990122.doc •13· 1325920An engine (internal combustion engine) 2 as a prime mover for the locomotive 1 is mounted on the inner side of the lower central portion of the body frame 2. The engine 2 is an air-cooled four-stroke single-cylinder engine having a crankshaft along the vehicle width direction (left and right directions), and a cylinder block 22 is held almost horizontally from the front end portion of a crankcase 21 toward the front of the vehicle. The engine 20 is mounted on the body frame 2, while the top and bottom portions of the rear portion of the crankcase 21 are supported on the pivot plates 1 on both sides, and the upper portion of the crankcase 21 is supported by a main engine 8 via an engine hanger 8a. And the central part of the back side. For the cylinder head 24 at the tip end of the cylinder block 22, the downstream side of the fluid 26 is connected to the upper side of the cover 24, and at the same time one of the base ends of the exhaust pipe 27 is connected to the cylinder head 2. 4 under the side. And, one upstream side of the throttle body 26 is connected to an air cleaner case 26a' which is supported on the lower front portion of the main pipe 8. The exhaust pipe 27 is reversely extended after being appropriately bent under the cylinder head 24 and is connected to a muffler 27a disposed at the rear of the engine 2''. The catalytic converter 28 having the exhaust gas purifying function is installed obliquely downward from the exhaust pipe 27 to the cylinder block 2 2 on the left side 〇117993-990122.doc 1325920 Year/Month: ^Repair (more) is replacing page j from the engine The torque of 20 is output to the drive sprocket 32 on the left side of the rear portion of the crankcase 21 via a clutch and a transmission housed in the crankcase, and is transmitted from the corresponding drive sprocket to the rear wheel 11 via a drive chain 33. The driven sprocket 34 on the left side. The front portion of the body frame 2, the cylinder block 22 of the engine 2, the throttle body %, the air cleaner case 26a and the like are covered with a front body cover 35 made of a synthetic resin material. The front body cover 35 also functions as a leg baffle for protecting the driver's legs from the strong wind pressure in the front region. Similarly, the rear portion of the body frame 2 is also covered by a rear body cover 36 made of a synthetic resin material. The rear body cover 36, together with the left and right seat frames η, supports a seat 9. On the inner side of the rear portion of the body frame 2, there is a glove box 37 mounted under the seat 9, and a fuel tank 38 supported on the front portion of the left and right seat frames 13 is mounted on the lower front side of one of the glove boxes 37. 0, as shown in FIG. 2, the cylinder block 22 of the engine 2 has an axis c that is approximately parallel to the ground (specifically, slightly upward from the front side), and it is forward from the front end portion of the crankcase 21 (vehicle The direction of travel) stands out. The cylinder block U includes a cylinder main body 23 mounted on a front end portion of the crankcase 21, a cylinder head 24 mounted on a front end portion corresponding to the cylinder main body 23, and a top cover 25 mounted to a front end portion corresponding to the cylinder head 24. In the following description, the forward and reverse directions parallel to the axis c (cylinder axis) in the cylinder block 22 will be used interchangeably with the forward and reverse directions of the cylinder, and orthogonal to the axis c. The lower direction will be used interchangeably with the upward and downward directions of the cylinder" by a plurality of bolts from the front side of the vehicle, the cylinder head 24, the cylinder main 117993-990122.doc • 10· positive, and the camshaft retainer 65 (will Illustrated later) integrally with the crankcase η (see Fig. 4) In addition, the plurality of bolts 'top cymbals 25 fitted to the front side of the vehicle are fixed to the camshaft retainer like the cylinder head 24. <Looking® 3 The main body 23 has a cylinder chamber 39' formed along the axis c inside thereof and the piston 4G is reciprocally fitted in the corresponding gas siphon 39. - the small end portion of the connecting rod 41 is rockably connected via the piston pins in the left and right directions, and the hollow hollow mountain is reversely connected to the piston 40, and corresponding to one of the large ends of the connecting rod 41, the left and right sides are passed through the left and right The directional crank pin is rotatably coupled to a crankshaft during positive* operation of the engine 20, and the crankshaft 42 rotates in a clockwise direction (when viewed in FIG. 2) along the reciprocating movement of the piston. The clutch is mounted coaxially on the right end portion of the crankshaft 42 and the torque of the crankshaft 42 (depending on its rotational speed) is separated by a corresponding centrifugal force. 29 is transmitted to a primary drive gear 43. The primary drive gear G is coaxially mounted on the right shaft portion of the crankshaft 42 (right side when viewed from the crank block), and as the right side of a spindle 45 behind the crankshaft 42, the corresponding primary drive gear 43 and one The primary driven gear 44 is meshed, and the primary driven gear 44 is coaxially mounted on the shaft of a spindle 45. The main shaft 45 is mounted behind the crankshaft to be parallel to the left and right shafts of the crankshaft 42. A multi-disc clutch 3 is coaxially mounted on the right end portion of the main shaft 45 for controlling a power transmission device under the operation of the driver. And the torque input to the primary driven gear 44 via the corresponding multi-disc clutch 3〇 is transmitted to the main shaft 45. The main shaft 45 supports a transmission gear set 47 with the countershaft 46 mounted in parallel at the rear side thereof (Fig. 3 , which is shown as a pair of transmission gears that mesh with each other and constitutes a main structure of one of the transmissions 31. In the operation of the driver 117993-990122.doc 1325920 fi years of repair (3⁄4 positive replacement page, spindle 45 And the counter shaft 46 gradually changes one gear ratio of the transmission gear set 47 via a changing unit (not shown). The left end portion of the counter shaft 46 protrudes outside the crankcase 21, and the drive sprocket 32 is mountable to the counter shaft 46. Further, reference numeral 63 in Fig. 2 indicates a starter motor for starting the engine 2〇. Referring to Fig. 5, the cylinder head 24 is placed at the top dead center together with the front end opening of one of the closed cylinders 39 (top dead center) ) The plug 4 〇 forms a so-called single-slope roof-shaped combustion chamber. In the present embodiment, the engine 2 is a 〇 HC 2 valve, and an air inlet 49 and an exhaust port 5 燃烧室 on the combustion chamber side are open. They are respectively formed in each of the two inclined upper sides of the roof portion of one of the combustion chambers. Here, the openings of the corresponding combustion chambers are respectively opened or closed by an intake valve 51 and an exhaust valve 52. 49 and 50 serve as a passage for communicating the combustion chamber with the throttle body mounting portion 53 on the upper portion of the cylinder head 24, or for connecting the combustion chamber to an exhaust pipe mounting portion 54 on the lower portion of the cylinder head 24 or Flow passages. Each port extends obliquely forward from the opening on the combustion chamber side to the front portion to be approximately orthogonal to the inclined upper side, and is bent upward or downward until it reaches the throttle body mounting portion 53 or the exhaust pipe mounting portion 54. The throttle body mounting portion 53 and the exhaust pipe mounting portion 54 form a plane approximately orthogonal to the upward and downward directions of the cylinder, and when one of the insulators or the exhaust pipe 27 of the throttle body 26 engages the flange and the corresponding plane Connected to the person when making contact One of the rods of each of the valves 51 and 52 together form a v-shape (if viewed from the side) and extends obliquely forwardly approximately orthogonally to the inclined upper side. These rods pass through the inlet 49 and the exhaust port 50. The inner wall, and a retainer 52a (only the vent side 52 is shown in Fig. 5) is then inserted separately on the front end portion thereof. 117993-990122.doc • 12· Because of a valve spring 52b (Fig. 5 only shows the exhaust A spring force of the port side 52) is input to each of the valves 51 and 52 via the corresponding retainer 52a, so a force is applied to close the opening on the side of the combustion chamber of each of the ports 49 and 50. Parallel to the crankshaft 42, a single camshaft 57 Installed between the rods of the valves 51 and 52, the cam shaft 57 has an intake cam 57a and an exhaust cam 57b integrally formed at the center portion in the longitudinal direction thereof, and the end portions of the both are rotatable via the bearings. The ground cover is supported by the cylinder head 24 and the camshaft holder 65. A driven sprocket 58 is coaxially fixed to the left end portion of the cam shaft 57, and an annular cam chain 60 is wound around the corresponding driven sprocket 58 and the drive sprocket 59. The drive key wheel 59 is coaxially fixed. On the left end portion of the crankshaft 42. Thus, the cam shaft 57 rotates in engagement with the crankshaft 42 in the same direction. Between the cam shaft 57 and the front end portion of the rod of each of the valves 51 and 52, there are respectively intake or exhaust rocking shafts 61 and 62 parallel to the cam shaft 57. Each of the rocking shafts 61 and 62 is supported by the camshaft holder 65, and a central portion of an intake rocker arm 55 or an exhaust rocker arm 56 is rotatably supported by a corresponding rocking shaft 61 and 62, respectively. Further, a cam roller 56a which contacts an outer circumferential surface of an intake cam 57a or an exhaust cam 57b (Fig. 5 only shows the exhaust valve side 52). The end portion of the cam shaft 57 of each of the rocker arms 55 and 56 is rotatably supported. At the same time, a lever bolt 56b (Fig. 5 only shows the exhaust valve side 52). A locking nut is fixed to the other end portion of each of the rocker arms 55 and 56 by a screw in a unitary manner. Each of the rocker arms 55 and 56 is coupled to the front end portion of the rod of each of the valves 51 and 52 via a tappet bolt 56b, and is rocked during rotation of the cam shaft 57, sufficient to a circumferential pattern of each of the cams 57a and 57b. . Thus, its corresponding valve 51 117993-990122.doc •13· 1325920
及52 /〇著杯往復’以藉此打開或關閉在個別口 49及50之燃 燒至側面上的開口。閥51及52之桿、搖臂55及56，及凸輪 軸57支撐於氣缸蓋24之前内部部分中，且容納於一閥系統 腔至中，該閥系統腔室由整個氣缸蓋24及一用於覆蓋其之 杯形頂蓋25形成。 鱗 此處，一具備一單向離合器（單方向離合器06)之減壓凸 輪(減壓單兀)67插入地安裝至凸輪軸57之右端部分。參看 圖若凸輪轴57在順時針方向（正向旋轉，箭頭N方向令 的旋轉，引擎20之正常操作期間凸輪轴57的旋轉方向）中 旋轉，則由於單向離合器66之功能’凸輪抽”之―正向旋 轉的扭力很難被傳送。另一方面，若凸輪軸57在逆時針方 向（反向旋轉、箭頭R方向中的旋轉）中旋轉，則凸輪軸57 之一反向旋轉的扭力被傳送。此減壓凸輪67鄰近於排氣搖 臂56(參見圖3)之一凸輪滾子支撐單元的外部（右側）安置。 :與減壓凸輪67之外圓周表面進行接觸的凸輪接觸部分Μ 形成於排氣搖臂56之凸輪滾子支撐單元的外部上。 減壓凸輪67之外圓周表面係一近似圓形(當其自側面觀 看時），且具有：-切割區69’其由平坦地切割一部分表 面而產生-凸輪山形區7〇’其在正向旋轉方向中靠近於 前側形成；及一懸式突出區71，其在正向旋轉方向中相比 切割區69甚至更遠地在後側上單獨形成。 ^ ^ 0輪山形區70以 4乎均一之尚度在減壓凸輪67之外圓周 〜 圍 y 伸’且以較小程度搖動排氣搖臂56同時接觸排 凸輪接觸部分68。另外，懸式突出區71當接觸排氣搖臂％ 117993-990122.doc • 14· 1325920. ____ ?f年厂月 修(更)正替換頁 之凸輪接觸部分68時可接合至一止擋塊（止擋單元）72(將稍 後描述）。 除圖5外參看圖4、圖10及圖Π，一止擋安裝部分73在對 應於減壓凸輪67之上部分的凸輪軸固持器65的—部分處安 裝以藉此沿著氣缸之縱向形成一通孔。隨後將朝減壓凸 輪67犬出的止擋塊72往復地插入止擋安裝部分乃中。一盤 簧74自由地裝配於止擋安裝部分73中，且同時一密封螺栓And 52 / holding the cup reciprocating ' to thereby open or close the opening on the side of the burning of the individual ports 49 and 50 to the side. The rods of the valves 51 and 52, the rocker arms 55 and 56, and the cam shaft 57 are supported in the inner portion of the cylinder head 24 and are housed in a valve system chamber. The valve system chamber is used by the entire cylinder head 24 and The cup top cover 25 is formed to cover it. Scale Here, a decompression cam (reduced pressure unit) 67 having a one-way clutch (unidirectional clutch 06) is insertedly inserted to the right end portion of the cam shaft 57. Referring to the figure, if the cam shaft 57 rotates in the clockwise direction (forward rotation, rotation in the direction of the arrow N, and the direction of rotation of the cam shaft 57 during normal operation of the engine 20), the function of the one-way clutch 66 is 'cam pumping'. The torque of the forward rotation is difficult to transmit. On the other hand, if the cam shaft 57 rotates in the counterclockwise direction (reverse rotation, rotation in the arrow R direction), the torque of one of the cam shafts 57 is reversely rotated. This pressure reducing cam 67 is disposed adjacent to the outside (right side) of one of the cam roller supporting units of the exhaust rocker arm 56 (see Fig. 3): a cam contact portion that comes into contact with the outer circumferential surface of the decompression cam 67形成 formed on the outside of the cam roller supporting unit of the exhaust rocker arm 56. The outer circumferential surface of the decompression cam 67 is approximately circular (when viewed from the side), and has: - a cutting zone 69' Flatly cutting a portion of the surface to produce a cam-shaped mountain portion 7'' which is formed in the forward rotational direction near the front side; and a suspension-type protruding portion 71 which is even further in the forward rotational direction than the cutting region 69 On the back side Formed. ^ ^ 0 rounds of the sacred zone 70 with a uniformity in the outer circumference of the decompression cam 67 ~ y y ' and sway the exhaust rocker arm 56 to a small extent while contacting the arranging cam contact portion 68. The suspension protrusion 71 is in contact with the exhaust rocker arm when it is in contact with the exhaust rocker arm. 117993-990122.doc • 14· 1325920. ____ ?f The factory repair (more) can replace the cam contact portion 68 of the page to a stop block (stop A blocking unit 72 (to be described later). Referring to Figures 4, 10 and 除, in addition to Figure 5, a stop mounting portion 73 is at the portion of the camshaft retainer 65 corresponding to the upper portion of the decompression cam 67. Mounted thereby to form a through hole in the longitudinal direction of the cylinder. Then, the stopper 72 that is inwardly directed toward the decompression cam 67 is reciprocally inserted into the stopper mounting portion. A coil spring 74 is freely fitted to the stopper mounting portion. 73, and at the same time a sealing bolt
75螺擰於其之上側，以產生一彈簧力至該盤簧74。如此， 藉由彈簧力，止擋塊72被推至減壓凸輪67且向下突出以接 合至懸式突出區71。 亦即，右減壓凸輪67正向旋轉（圖5中之順時針方向）同 時止擋塊72被突出，則懸式突出區”接合至止擋塊72且使 減麼凸輪67之正向旋轉停止。此外，—傾斜表面仏形成 於懸式突出區71之正向旋轉方向中的下游側上。同時，若 減壓凸輪67反向旋轉（圖5中的逆時針方向），則止擋塊⑶立 於懸式突出區71的傾斜表面7U上，且相對於盤簧74之彈 簧力在止擋安裝部分73中被擠壓β因&，懸式突出區”在 止擋塊72上移動且幫助減壓凸輪67反向地旋轉。 接下來，解釋引擎20之減壓裝置的操作。首先，若減壓 裝置在引擎20之正常操作期間停止運行，則藉由燃燒室内 部壓力的增加，曲轴42之旋棘名 μ ^ « <锭轉在一壓縮衝程的上死點前停 止。在此情況下的凸輪軸57之進齑 适乳凸輪57a、排氣凸輪57b 及減壓凸輪67的位置展示於圖5中。 如在圖5中所展示 在曲軸42停止後，活塞40由燃燒室 I17993-990122.doc 15 1325920 )正替換頁] 此 的内部壓力向内推動且曲軸42稍遠地反向旋轉並停止 時，如在圖6中所描述，凸輪軸57與減壓凸輪”反向旋轉 曲軸42之旋轉角的1/2角，且藉由單向離合器％之操作來 停止。隨後排氣搖臂56之凸輪接觸部分68騎坐於減壓凸輪 67之凸輪安裝部分7〇上，且排氣搖臂％搖動以操作排氣閥 52。以此方式，完成壓縮衝程且排氣口 5〇之燃燒室側面上 的開口打開。 自圖6所展示的停止狀態，若凸輪軸57正向旋轉，與藉 由踢的動作由起動馬達63或起動裝置來旋轉的曲軸42齒輪 連接，則如展示於圖7中的排氣凸輪57a接近排氣搖臂56的 凸輪滾子56a ’而排氣搖臂56的凸輪接觸部分⑼接觸到減 壓凸輪67之凸輪山形區7〇。因為相對於旋轉的力施加於減 壓凸輪67’故減壓凸輪67不顧凸輪軸57之正向旋轉而停 止。 若凸輪軸57自圖7中所描述之狀態正向旋轉且排氣搖臂 56之凸輪滾子56a騎坐於排氣凸輪57b上（如在圖8中所展 示），則凸輪接觸部分68自凸輪山形區70離開且減壓凸輪 67完全不受限制。如此，凸輪接觸部分68及凸輪軸57由— 小的扭力在正向方向中共同旋轉到自單向離合器66的正向 運動中’且懸式突出區71與止檔塊72接合，藉此，減壓凸 輪67之旋轉在其位置處停止。 凸輪軸57自展示於圖8中之狀態再次開始正向旋轉，且 排氣凸輪57b通過排氣搖臂56之凸輪滾子56a，如在圖9中 所展示°隨後凸輪接觸部分68接觸到減壓凸輪67之切割區 117993-990122.doc 1325920. _ 矜年/月》g修(更)正替換頁 69(亦即’圖5中所展示的狀態），使得減壓凸輪67之減壓功 能自動地釋放且引擎20在其正常操作模式下平滑地運行。 如先前所描述，曲軸42旋轉兩次而凸輪軸57旋轉一次， 且此之結果為，活塞4〇在氣缸膛39内往復兩次以藉此製造 . 四個衝程。此時’因為由對應燃燒室的内部壓力之增力:的 • 引擎20之正向旋轉的抑制經由膨脹及排氣衝程自壓縮衝程 之死點中心的近似狀態至進氣衝程之完成通過燃燒室與大 氣之間的傳遞來消除，故曲軸42之正向旋轉足夠平滑地且 充分地加速以確保引擎2〇的良好起動。 如到目前為止所解釋，此實施例的減壓裝置經實施為具 備氣缸體22及凸輪轴57的引擎2〇，氣缸體22之軸線c近似 水平女裝，且該凸輪軸57用於打開及關閉支撐於氣缸蓋Μ 之進氣閥及排氣閥51及52，該氣虹蓋24具有在對應氣缸體 22中的進氣口及排氣口 49及5〇。在減壓裝置中凸輪軸” 之一側安裝於具有僅當凸輪軸57反向旋轉時操作用於傳送 # 扭力的内建式單向離合器66的減壓凸輪67，且當凸輪軸57 經轉為正向時用於停止減壓凸輪67之操作的止擋塊Μ安裝 於凸輪軸固持器65，類似於氣缸蓋24，該凸輪轴固持器65 經安裝以支撐凸輪軸57。 根據此結構，可預先將止擋塊72裝配在凸輪軸固持器Η 上，且可削減引擎裝配步驟之數目。此外，因為自具有相 對複雜結構的氣缸蓋24除去止擋安裝部分，故氣缸蓋^變 得更輕、具有簡化結構，及可容易地製造。另外，因為氣 缸蓋24及止擋塊72以可拆離方式接合，故在引擎裝配期間 117993-990122.doc •17· 竹年/月》a修(吏)正替換頁 不，需要對付止擋塊72上可能的損害。此外，因為止擒安 裝4刀73整體地形成於凸輪軸固持器65上故在氣缸蓋24 周圍使用較少數目的零件，使得產品成本減小。 匕外本發明並不僅限於以上實施例，而可應用於其他 引擎，例如，一具有進氣閥及排氣閥之至少一者的引擎、 一多氣缸引擎，或一水冷引擎。 雖然已結合多個實施例來描述本發明，但該等實施例僅 為例不！·生的。因此’根據前述詳細描述，許多替代、修改 及改變對熟習該項技術者而言將為顯而易見的。前述描述 意欲涵蓋屬於隨附中請專利範圍之精神及廣泛範嗨的包括 多種車輛（諸如，踏板車）的所有此等替代及改變。 根據本發日月，在凸輪軸固制上預先分裝配止擋單元， 及削減引擎裝配步驟之數目現為可能的。㈣，因為自具 =相對複雜結構的氣細蓋除去止擋安I部分，故氣缸蓋變 知=輕具有簡化結構，及可容易地製造。另外，因為氣 缸蓋及止擋早元以可拆離方式接合，故在引擎裝配期間不 再需要處理止擋單元上可能的損害。 【圖式簡單說明】 為根據本發明之一實施例的一機車的左側視圖。 圖2為用於機車的一引擎的一右側視圖。 圖3為引擎之一展開的、橫截面圖。 圖4為引擎之一氣缸蓋的右側上的橫截面的一說明圖。 圖5為一說明引擎之一減壓裝置的周邊的放大的橫截面 117993-990122.doc -18· 132592075 is screwed to the upper side thereof to generate a spring force to the coil spring 74. Thus, by the spring force, the stopper 72 is pushed to the decompression cam 67 and protrudes downward to be engaged to the suspension projection 71. That is, the right decompression cam 67 rotates forward (clockwise in FIG. 5) while the stopper 72 is protruded, and the suspension projection "engages" to the stopper 72 and causes the cam 67 to rotate forward. Further, the inclined surface 仏 is formed on the downstream side in the forward rotation direction of the suspension projection 71. Meanwhile, if the pressure reduction cam 67 is reversely rotated (counterclockwise in Fig. 5), the stopper (3) Standing on the inclined surface 7U of the suspension projection 71, and the spring force with respect to the coil spring 74 is pressed in the stopper mounting portion 73 by β, &, the suspension projection is moved on the stopper 72 And the decompression cam 67 is assisted to rotate in the reverse direction. Next, the operation of the decompression device of the engine 20 will be explained. First, if the pressure reducing device is stopped during the normal operation of the engine 20, the spine of the crankshaft 42 is rotated by the increase in the internal pressure of the combustion chamber, and the spindle is stopped before the top dead center of a compression stroke. The position of the camshaft 57, the breast cam 57a, the exhaust cam 57b, and the decompression cam 67 in this case is shown in Fig. 5. As shown in Fig. 5, after the crankshaft 42 is stopped, the piston 40 is being pushed inward by the combustion chamber I17993-990122.doc 15 1325920). The internal pressure is pushed inwardly and the crankshaft 42 is rotated slightly forward and stopped, such as As depicted in Figure 6, the camshaft 57 and the decompression cam "reversely rotate a 1/2 angle of the angle of rotation of the crankshaft 42 and are stopped by the operation of the one-way clutch %. The cam contact of the exhaust rocker arm 56 is then followed. The portion 68 rides on the cam mounting portion 7A of the decompression cam 67, and the exhaust rocker arm is rocked to operate the exhaust valve 52. In this manner, the compression stroke is completed and the exhaust port 5 is on the side of the combustion chamber The opening is opened. From the stop state shown in Fig. 6, if the cam shaft 57 rotates in the forward direction, it is gear-connected to the crankshaft 42 that is rotated by the starter motor 63 or the starting device by the kicking action, as shown in the row of Fig. 7. The air cam 57a approaches the cam roller 56a' of the exhaust rocker arm 56 and the cam contact portion (9) of the exhaust rocker arm 56 contacts the cam chevron 7 of the decompression cam 67. Since the force with respect to the rotation is applied to the decompression cam 67', the decompression cam 67 disregards the forward direction of the camshaft 57 Turning to stop. If the camshaft 57 rotates forward from the state depicted in Figure 7 and the cam roller 56a of the exhaust rocker arm 56 rides on the exhaust cam 57b (as shown in Figure 8), the cam The contact portion 68 is separated from the cam chevron 70 and the decompression cam 67 is completely unrestricted. Thus, the cam contact portion 68 and the cam shaft 57 are co-rotated in the forward direction by a small torsion force to the positive direction from the one-way clutch 66. During the movement, the suspension projection 71 is engaged with the stopper 72, whereby the rotation of the decompression cam 67 is stopped at its position. The cam shaft 57 starts the forward rotation again from the state shown in Fig. 8, and the row The air cam 57b passes through the cam roller 56a of the exhaust rocker arm 56, as shown in Fig. 9, and then the cam contact portion 68 contacts the cutting zone of the decompression cam 67. 117993-990122.doc 1325920. _ 矜年/月g repair (more) is replacing page 69 (i.e., the state shown in Figure 5) such that the decompression function of the decompression cam 67 is automatically released and the engine 20 operates smoothly in its normal operating mode. Description that the crankshaft 42 rotates twice and the camshaft 57 rotates once, and this As a result, the piston 4 is reciprocated twice in the cylinder bore 39 to thereby manufacture four strokes. At this time 'because of the increase in the internal pressure of the corresponding combustion chamber: the suppression of the forward rotation of the engine 20 is expanded And the exhaust stroke from the approximate state of the center of the dead center of the compression stroke to the completion of the intake stroke is eliminated by the transmission between the combustion chamber and the atmosphere, so the forward rotation of the crankshaft 42 is sufficiently smooth and sufficiently accelerated to ensure the engine 2 Good starting of the crucible. As explained so far, the decompression device of this embodiment is implemented as an engine 2 having a cylinder block 22 and a camshaft 57, the axis c of the cylinder block 22 being approximately horizontal, and the camshaft 57 is used to open and close the intake and exhaust valves 51 and 52 supported on the cylinder head ,, and the ventilating cover 24 has intake and exhaust ports 49 and 5 in the corresponding cylinder block 22. One side of the camshaft "in the pressure reducing device" is mounted on a decompression cam 67 having a built-in one-way clutch 66 for transmitting #torque force only when the cam shaft 57 is reversely rotated, and when the cam shaft 57 is rotated The stopper Μ for stopping the operation of the decompression cam 67 in the forward direction is attached to the cam shaft holder 65, similar to the cylinder head 24, which is mounted to support the cam shaft 57. According to this configuration, The stopper 72 can be fitted to the camshaft holder 预先 in advance, and the number of engine assembling steps can be reduced. Further, since the stopper mounting portion is removed from the cylinder head 24 having a relatively complicated structure, the cylinder head becomes more Lightweight, simplified structure, and easy to manufacture. In addition, because the cylinder head 24 and the stop block 72 are detachably engaged, during the engine assembly, 117993-990122.doc •17·竹年/月》修(吏) The replacement page is not required, and it is necessary to deal with possible damage on the stopper 72. Further, since the shackle mounting 4 blade 73 is integrally formed on the camshaft holder 65, a smaller number of parts are used around the cylinder head 24. To reduce product costs. The present invention is not limited to the above embodiments, but can be applied to other engines, for example, an engine having at least one of an intake valve and an exhaust valve, a multi-cylinder engine, or a water-cooled engine. The present invention is described by way of example only, and is not intended to be construed as Covering all such substitutions and modifications of a variety of vehicles (such as scooters) that fall within the spirit and breadth of the scope of the accompanying patent application. According to this date, the stop unit is pre-assembled on the camshaft. And it is now possible to reduce the number of engine assembly steps. (4) Because the air-tight cover of the relatively complicated structure removes the stop I, the cylinder head becomes known to have a simplified structure and can be easily manufactured. Because the cylinder head and the stop are detachably engaged in the early stage, it is no longer necessary to deal with possible damage on the stop unit during engine assembly. Figure 2 is a right side view of an engine for a locomotive. Figure 3 is a cross-sectional view of one of the engines. Figure 4 is a cylinder head of the engine. Figure 1 is an enlarged cross-section showing the periphery of one of the decompression devices of the engine 117993-990122.doc -18· 1325920
圖6為一說明減壓裝置之一第一操作的說明圖。 圖7為一說明減壓裝置之一第二操作的說明圖。 圖8為一說明減壓裝置之一第三操作的說明圖。 圖9為一說明減壓裝置之一第四操作的說明圖。 圖10為一沿著圖4之線Α-Α截得的橫截面圖。 圖11為一沿著圖10之線Β_Β截得的橫戴面圖。 【主要元件符號說明】 1 機器腳踏車（車輛） 20 引擎（内燃機） 22 氣紅體 24 氣虹蓋 49 進氣口 50 氣口 51 進氣閥 52 排氣閥 57 凸輪軸 65 凸輪軸固持器 66 單向離合器（單方向離合器） 67 減壓凸輪（減壓單元） 72 止擋塊（止擋單元） 73 止擋安裝部分 C 軸線 117993-990122.doc •19·Fig. 6 is an explanatory view showing a first operation of one of the pressure reducing devices. Fig. 7 is an explanatory view showing a second operation of one of the pressure reducing devices. Fig. 8 is an explanatory view showing a third operation of one of the pressure reducing devices. Fig. 9 is an explanatory view showing a fourth operation of one of the pressure reducing devices. Figure 10 is a cross-sectional view taken along line Α-Α of Figure 4. Figure 11 is a cross-sectional view taken along line Β_Β of Figure 10. [Main component symbol description] 1 Machine bicycle (vehicle) 20 Engine (internal combustion engine) 22 Gas red body 24 gas rainbow cover 49 Air inlet 50 Air port 51 Intake valve 52 Exhaust valve 57 Camshaft 65 Camshaft retainer 66 One-way Clutch (unidirectional clutch) 67 Decompression cam (decompression unit) 72 Stop block (stop unit) 73 Stop mounting part C Axis 117993-990122.doc •19·