EP0608557B1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
EP0608557B1
EP0608557B1 EP19930120731 EP93120731A EP0608557B1 EP 0608557 B1 EP0608557 B1 EP 0608557B1 EP 19930120731 EP19930120731 EP 19930120731 EP 93120731 A EP93120731 A EP 93120731A EP 0608557 B1 EP0608557 B1 EP 0608557B1
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EP
European Patent Office
Prior art keywords
cylinder head
internal combustion
combustion engine
main oil
bearing surfaces
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 - Lifetime
Application number
EP19930120731
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German (de)
English (en)
Other versions
EP0608557A1 (fr
Inventor
Tateo Aoyama
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Publication date
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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
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F02F1/4221—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder particularly for three or more inlet valves
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • F01L1/265—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder peculiar to machines or engines with three or more intake valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
    • F01M9/10—Lubrication of valve gear or auxiliaries
    • F01M9/102—Lubrication of valve gear or auxiliaries of camshaft bearings
    • 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
    • F02B2275/18—DOHC [Double 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
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • 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

Definitions

  • This invention relates to an internal combustion engine and more particularly to an improved lubrication system for the camshaft bearings of an overhead cam internal combustion engine, according to the preamble of claim 1 (GB-A-2216187).
  • the main oil gallery is actually formed by a drilling through the camshaft. This has a number of disadvantages.
  • this invention aims to provide an improved overhead camshaft engine comprising a main oil gallery wherein the supply passages from the main oil gallery to the bearing surfaces can be kept quite short and wherein the drilling of the various passages is facilitated without interference from other components.
  • the present invention provides an internal combustion engine according to claim 1.
  • an internal combustion engine constructed in accordance with an embodiment of the invention is illustrated and is identified generally by the reference numeral 11.
  • the invention deals primarily with the cylinder head assembly of the engine 11, which cylinder head assembly is indicated generally by the reference numeral 12, and for this reason it is not believed to be necessary to illustrate the associated cylinder block having the cylinder bores, pistons etc., as is well known in this art.
  • the invention is shown primarily in conjunction with a single cylinder of the engine and it is believed that those skilled in the art will readily understand how the invention can be practiced with multi-cylinder engines.
  • the cylinder head assembly 12 is designed so as to have plurality of aligned cylinders and this may be employed either with an in-line type engine or as the cylinder head for one bank of an engine having angularly disposed cylinder banks.
  • the cylinder head assembly 12 is comprised of a main cylinder head casting having a lower surface 13 that is adapted to be affixed in sealing engagement with a cylinder block by means of threaded fasteners that pass through hold down bolt holes 14 formed at spaced locations around the cylinder bores of the associated cylinder block.
  • the bolt holes 14 may either pass studs that accommodate nuts to hold the cylinder head assembly 12 to the cylinder block or may pass bolts.
  • the lower sealing surface 13 of the cylinder head 12 is provided with a recess 15 which cooperates with each cylinder bore to form with the cylinder bore and the heads of the associated pistons the combustion chambers of the engine.
  • An intake charge is delivered to these combustion chambers by means of an induction system that is comprised of a pair of intake passages 16 and 17 which extneds through one side of the cylinder head assembly 12 from a surface 18 that is adapted to receive an intake manifold (not shown) for delivering a charge to the intake passages 16 and 17.
  • the engine 11 is of the five valve type and the intake passage 16 is siamesed type and serves a pair of valve seats 19 and 21 which are received in a suitable manner in the cylinder head 12 in the area of the combustion recess 15.
  • the intake passage 17 serves a further valve seat 22 which also is formed by an insert in the remaining portion of the combustion chamber recess 15.
  • the diamter of the intake valve seats 19 and 22 is set equal to each other while the diameter of the intake valve seat 21 is smaller.
  • the outer periphery of the intake valve seat 21 lies outside of this plane L as clearly shown in Figure 2.
  • This also permits the peripheral edge of the intake valve seat 21 to be spaced farther from the cylinder bore than the intake valve seats 19 and 21 as also shown in this figure wherein the circle 23, which forms the periphery of the combustion chamber recess 15 also is coincident with the cylinder bore of the associated cylinder block.
  • the distance of the axis of the intake camshaft 32 from a parallel vertical plane containing the cylinder bore axis 0 is smaller than the distance of the rotational axis of an exhaust camshaft 63.
  • Intake valves 24, 25 and 26 have their head portions cooperating with the valve seats 19, 21 and 22, respectively, so as to control the flow through the intake passages 16 and 17.
  • the stems of the intake valves 24, 25 and 26 are slidably supported within respective valve guides 27 that are pressed into the cylinder head 12.
  • the intake valves 24, 25 and 26 reciprocate of the remaining intake valve 25. These planes intersect at the axis of rotation of the associated intake cam shaft, as will be described. It should also be noted that the outer peripheral edge of the head of the intake valve 25 lines on the outside of the plane L.
  • Each intake valve 24, 25 and 26 is urged to its closed position by means of a respective coil compression spring 28 loaded between the cylinder head 12 and a keeper retainer assembly 29 fixed to the upper end of the respective valve stem.
  • a thimble tappet 31 is received over and engages the keeper retainer 29 or an adjusting shim for opening the intake valves 24, 25 and 26 by means of an overhead mounted intake cam shaft 32.
  • the thimble tappets 31 are slidably supported within bores 33 formed by a projecting boss portion 34 of the cylinder head assembly 12.
  • the intake camshaft 32 has three cam lobes, one for each thimble tappet 29 associated with the respective intake valves 24, 25 and 26, these cam lobes being indicated by the reference numerals 35, 36 and 37, respectively. Between these lobes the cam shaft 32 is provided with a pair of bearing surfaces 38 and 39 with the bearing surface 38 being formed between the cam lobes 35 and 36 and the bearing surface 39 being formed between the cam lobes 36 and 37.
  • Bearing surfaces 41 and 42 are formed integrally with the cylinder head 12 and cooperate with these camshaft bearing surfaces 38 and 39 for rotatable journaling for hte intake camshaft 32 is completed by means of bearing caps, indicated generally by the reference numeral 43 and which are comprised of beam portions 44 which may be formed as separate pieces or as a combined bearing cap and which have surfaces which are complimentary to the camshaft bearing surfaces 38 and 39, respectively.
  • bearing caps 44 are held in place by threaded fasteners 45 which have lower ends that are received in threaded openings 46 formed in the cylinder head 12 on opposite sides of the bearing surfaces 42.
  • These openings 46 are formed below counter-bored portions 47 that receive pilot sleeves 48 for aligning the bearing caps 44.
  • These counter bores 47 also serve another purposes as will be noted.
  • the intake camshaft 32 is driven from the crankshaft of the engine by any known type of camshaft drive at one-half engine speed, as is well known in the art.
  • a spark plug indicated generally by the reference numeral 49 is supported within a well 51 formed in the cylinder head 12 as part of the boss 34.
  • the spark plug 49 has its spark terminals disposed substantially in line with the cylinder bore axis 0 as shown in Figure 2 and extends into the combustion chamber recess 15 of the cylinder head.
  • the spark plug 49 is fired by any suitable type of ignition system and is disposed inclined toward the exhaust camshaft 63.
  • a siamesed exhaust passage 52 is formed on the side of the cylinder head 12 opposite the intake passages 16 and 17.
  • the exhaust passage 52 extends from a pair of exhaust valve seats 53 and 54 which are formed by pressed in inserts in the cylinder head assembly 12. These exhaust valve seats 53 and 54 lie on the side of a plane containing the cylinder bore axis 0 opposite from the intake valve seats 19, 21 and 22.
  • Exhaust valves 55 and 56 have head portions that cooperate with the valve seats 53 and 54, respectively. These exhaust valves 55 and 56 have their stem portions slidably supported within valve guides 57 that are pressed or otherwise secured in the cylinder head 12.
  • the valve guides 57 define reciprocal axis for the exhaust valves 55 and 56 which lie in a common plane that is disposed at an acute angle to the aforenoted plane containing the axis of the cylinder bore 0. This acute angle is less than the acute angle of the intake valves 24 and 26 and greater than the acute angle of the intake valve 25.
  • Coil compression springs 58 are received around the stems of the exhaust valves 55 and 56 and operate against keeper retainer assemblies 59 affixed to the upper ends of the valve stems and the cylinder head for urging the exhaust valves 55 and 56 to their closed positions.
  • Thimble tappets 61 are slidably supported within bores 62 formed in the cylinder head 12 and specifically the boss 34 for actuation of the exhaust valves 55 and 56.
  • the exhaust camshaft 63 is journalled in the cylinder head assembly 12 in a manner to be described and has a pair of cam lobes 64 and 65 that actuate the thimble tappers 61 associated with the exhaust valves 55 and 56, respectively, for opening and closing them in a well-known manner.
  • the exhaust camshaft 63 like the intake camshaft 39, is driven any suitable manner at one half crankshaft speed.
  • the exhaust camshaft 63 is formed with bearing surfaces 66 disposed between the cam lobes 64 and 65 for each cylinder and which are journalled in bearing surfaces 67 formed in the cylinder head 12.
  • Bearing caps 68 have bridge portions 69 which define bearing surfaces that cooperate with the camshaft bearing surface 66 and a cylinder head bearing surface 71 for rotatably journaling the exhaust camshaft 63.
  • the bearing caps 68 are held in position by threaded fasteners (cap bolts) 72 which have their lower ends received within tapped openings formed inthe cylinder head 12 similar to the tapped openings that receive the threaded fasteners (cap bolts) 45 of the intake camshaft bearing caps 43.
  • a counterbore 73 is provided above the threaded portion that receives a bushing 74 for locating the exhaust camshaft bearing cap 68.
  • this bore 73 forms a further function, which will now be described.
  • the engine 11 is proveided with a system for lubricating the camshaft bearings and this system includes a pair of main oil galleries comprised of an intake camshaft oil gallery 75 and an exhaust camshaft oil gallery 76.
  • These galleries 75 and 76 are formed by drilling longitudinally extending passages through teh cylinder head 12 at a location disposed outwardly of the intake and exhaust camshaft cylinder head bearing surfaces 42 and 71, and at a level that is substantially at the same level as the lower portion of these bearing surfaces.
  • These drillings 75 and 76 are disposed outwardly of the bearing cap hold down fasteners 45 and 72, respectively, and positioned above the threaded area of the cylinder head in which these fasteners are received. As may be seen clearly from Figures 1 and 2, this positions the main oil gallery 75 and 76 in close proximity to the respective cylinder head bearing surfaces 42 and 71.
  • the main oil galleries 75 and 76 are drilled from one end of the cylinder head 12 and then these drillings are closed by plugs (not shown). The other ends of the drillings 75 and 76 are blind and hence closed by the cylinder head 12 itself.
  • transversely extending drilling 77 across the cylinder head from the exhaust side to the intake side and which terminates at a point axially aligned with the intake camshaft main oil galleries 75 and 76.
  • the outer end of this drilling 77 is closed by a plug 78.
  • the drilling 77 is intersected by a vertically extending drilling (not shown) that extends from the cylinder head lower sealing surface 13 up to the drilling 77.
  • This drilling intersects an oil delivery passage formed in the adjacent cylinder block and which receives oil from the cylinder block lubrication system in any well-known manner.
  • a pair of vertically extending drillings 79 and 81 are formed at a suitable place along the length of the cylinder head 12 for connecting the main oil gallery 75 and 76 to the cross drilling 77 so that the main oil gallery 75 and 76 for the camshafts 32 and 63 will be supplied with pressurized oil from the cylinder block lubrication system.
  • the upper ends of the drilling 79 are closed by plugs.
  • a plurality of drilled passages 82 and 83 extend from the cylinder head camshaft bearing surfaces 42 and 71 to the main oil gallery 75 and 76, respectively. These drillings 82 and 83 intersect the counterbores 47 and 73 formed in the cylinder head which receive the locating bushings 48 and 74 and are closed at the upper end thereby. Thus, the counter bores 47 and 73 form a portion of the oil passage which connects the main gallery 75 and 76 to the bearing surfaces 42 and 71. This permits a very easy drilling operation for forming these passages and very short runs between the main oil gallery 75 and 76 and the lubricated surfaces.
  • the different inclination of the intake valves 24, 25 and 26 from a vertical axis than those of the exhaust valves 54 and 55 dictates that the intake camshaft 39 has its rotational axis closer to a plane containing the axis of the cylinder bore 0 thant that of the exhaust camshaft 66. Therefore, the spark plugs 49 are mounted in the cylinder head 12 so that there spark gaps is disposed generally on the cylinder bore axis 0, but the spark plugs are inclinded from the vertical toward the exhaust side of the cylinder head 12. This facilitates the positioning of the main oil gallery 75 for the intake camshaft 39.
  • cam chamber containing the camshafts 32 and 63 and bearing caps 43 and 68 is closed by a cam cover 85 which carries a sealing gasket 86 in its lower end that sealingly engages an outer peripheral edge 87 of the cylinder head 12.

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

Claims (15)

  1. Moteur à combustion interne, comprenant une culasse (12) définissant au moins un couple de surfaces porteuses (41, 42; 67) espacées l'une de l'autre, afin de supporter en rotation des surfaces porteuses (38, 39; 66) correspondantes d'au moins un arbre à cames (32, 63) afin d'actionner au moins une soupape d'admission et/ou d'échappement (24, 25, 26; 55, 56), un moyen formant capuchon porteur (43; 68) définissant des surfaces porteuses coopérant avec lesdites surfaces porteuses de culasse (41, 42; 67) afin de supporter en rotation l'arbre à cames, des boulons de capuchon (45, 72) logés dans des ouvertures de maintien (46, 47; 73) formées dans ladite culasse (12) afin de fixer ledit moyen formant capuchon porteur (43, 68) à ladite culasse (12) et un système de lubrification destiné audit arbre à cames en tête (32, 63) comprenant au moins un conduit d'huile principal (75, 76), formé dans ladite culasse (12) et s'étendant le long d'un côté de ladite surface porteuse (41, 42; 67), et des passages d'amenée (82, 83) reliant ledit conduit d'huile principal (75, 76) aux surfaces porteuses (41, 42; 62), caractérisé en ce que lesdits passages d'amenée (82, 83) sont partiellement formés par lesdites ouvertures de maintien (46, 47; 73) logeant en leur sein lesdits boulons de capuchon de fixation (45, 72), et en ce que lesdits passages d'amenée (82, 83) traversent l'ouverture de maintien (47, 73) disposée latéralement vers l'extérieur, entourant le boulon de capuchon (45, 72) associé, en laissant un espace annulaire entre le boulon de capuchon (45, 72) et la paroi environnante des ouvertures de maintien (46, 47, 73).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que le conduit d'huile (75, 76) principal est formé par un passage percé s'étendant longitudinalement par rapport à la culasse (12).
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que les passages d'amenée (82, 83) sont formés par des perçages transversaux coupant le perçage du conduit d'huile (75, 76) principal.
  4. Moteur à combustion interne selon au moins l'une des revendications 1 à 3 précédentes, caractérisé en ce que les passages d'amenée (82, 83) sont formés par des perçages transversaux inclinés coupant les ouvertures de maintien (46, 47; 73) verticales, logeant les boulons de capuchon (45, 72) afin de fixer les capuchons porteurs (43, 68) à la culasse (12).
  5. Moteur à combustion interne selon au moins l'une des revendications 1 à 4 précédentes, caractérisé en ce que les passages d'amenée (82, 83) sont réalisés sous la forme de perçages traversant la culasse (12) depuis les surfaces porteuses (41, 42; 67) jusqu'au conduit d'huile (75, 76) principal.
  6. Moteur à combustion interne selon au moins l'une des revendications 1 à 5 précédentes, caractérisé en ce que le conduit d'huile (75, 76) principal est disposé vers l'extérieur des ouvertures (46, 47; 75) de maintien afin de faire passer les boulons de capuchon (75, 76) afin de fixer les capuchons porteurs à la culasse (12).
  7. Moteur à combustion interne selon au moins l'une des revendications 1 à 6 précédentes, caractérisé en ce que le conduit d'huile (75, 76) principal est formé de manière adjacente à une face périphérique extérieure de la culasse (12).
  8. Moteur à combustion interne selon au moins l'une des revendications 1 à 7 précédentes, caractérisé en ce que les ouvertures de maintien (46, 47; 73), logeant les boulons de capuchon (45, 72) afin de fixer les capuchons porteurs (43, 68) à la culasse (12), sont disposés sur des côtés opposés de l'arbre à cames (32, 63).
  9. Moteur à combustion interne selon au moins l'une des revendications 1 à 8 précédentes, caractérisé en ce que le conduit d'huile (75, 76) principal s'étend sensiblement au niveau d'une zone de transition non filetée/filetée de l'ouverture de logement de boulons de capuchon (47, 73).
  10. Moteur à combustion interne selon au moins l'une des revendications 1 à 9 précédentes, caractérisé en ce que la culasse (12) comprend des premier et deuxième couples de surfaces porteuses (41, 42; 67) espacées l'une de l'autre, afin de supporter en rotation des surfaces porteuses (38, 39; 66) correspondantes de premier et deuxième arbres à cames (32, 63) et comprenant en outre des premier et deuxième conduits d'huile (75, 76) principaux, formés dans la culasse (12) et s'étendant le long de la première face desdites premières et deuxièmes surfaces porteuses (41, 42; 67), et en ce que des première et deuxième séries de passages d'amenée (82, 83) s'étendent depuis lesdits premier et deuxième couples de surfaces porteuses (41, 42; 67) jusqu'aux dits premier et deuxième conduits d'huile (75, 76) principaux en coupant les trous de logement de boulons de capuchon (47, 73) des premier et deuxième moyens formant capuchons porteurs (43, 68) dans lequel lesdits premier et deuxième conduits d'huile (75; 76) principaux communiquent entre eux via un alésage transversal (77) et un alésage vertical (79, 81) et sont reliés à une source commune d'huile lubrifiante sous pression.
  11. Moteur à combustion interne selon la revendication 10, caractérisé en ce que les conduits d'huile (75, 76) principaux opposés sont disposés respectivement à l'extérieur des surfaces porteuses (41, 42; 67) respectives et des trous de logement de boulons de capuchon (47, 73) disposés latéralement vers l'extérieur.
  12. Moteur à combustion interne selon la revendication (11), caractérisé en ce que les conduits d'huile (75, 76) principaux sont disposés de manière adjacente à une surface supérieure de la culasse (12).
  13. Moteur à combustion interne selon au moins l'une des revendications 1 à 12 précédentes, caractérisé en ce que le premier arbre à cames (32) est entraîné en rotation autour d'un axe défini par les surfaces porteuses (41, 42) qui est plus proche d'un plan vertical contenant l'axe (0) de l'alésage cylindrique d'un bloc de cylindres associés que l'axe de rotation de l'autre arbre à cames (63), et en ce qu'une bougie d'allumage (49) est montée dans la culasse (12) et présente un interstice d'allumage disposé de façon à coïncider sensiblement avec l'axe d'alésage cylindrique (0), ladite bougie d'allumage (49) étant inclinée vers ledit autre arbre à cames (63).
  14. Moteur à combustion interne selon au moins l'une des revendications 1 à 13 précédentes, caractérisé en ce que le conduit d'huile principal est adapté de façon à couper une pluralité d'alésage verticaux logeant les boulons de capuchon des moyens formant capuchons porteurs.
  15. Moteur à combustion interne selon au moins l'une des revendications 1 à 14 précédentes, caractérisé en ce qu'une pluralité d'ouvertures taraudées (14) est formée dans la culasse (12) vers l'intérieur des boulons de capuchon (45, 72), afin de loger des moyens de fixation filetés supplémentaires servant à fixer la culasse (12) à un bloc cylindre associé.
EP19930120731 1992-12-25 1993-12-22 Moteur à combustion interne Expired - Lifetime EP0608557B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP346032/92 1992-12-25
JP34603292A JP3222231B2 (ja) 1992-12-25 1992-12-25 エンジンの潤滑装置

Publications (2)

Publication Number Publication Date
EP0608557A1 EP0608557A1 (fr) 1994-08-03
EP0608557B1 true EP0608557B1 (fr) 1997-11-19

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Application Number Title Priority Date Filing Date
EP19930120731 Expired - Lifetime EP0608557B1 (fr) 1992-12-25 1993-12-22 Moteur à combustion interne

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EP (1) EP0608557B1 (fr)
JP (1) JP3222231B2 (fr)
DE (1) DE69315321T2 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE0003443L (sv) * 2000-09-27 2002-03-28 Alvar Engine Ab Anordning vid en förbränningsmotor
CN103883420A (zh) * 2014-04-02 2014-06-25 广西玉柴机器股份有限公司 一种发动机

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH088287Y2 (ja) * 1988-02-22 1996-03-06 日産自動車株式会社 Ｄｏｈｃ４バルブ型内燃機関のシリンダヘッド
JP2539260B2 (ja) * 1988-12-03 1996-10-02 マツダ株式会社 Ｄｏｈｃエンジンのカム軸スラスト規制構造
AT402321B (de) * 1991-02-12 1997-04-25 Avl Verbrennungskraft Messtech Zylinderkopf für brennkraftmaschinen
DE4116942C1 (en) * 1991-05-24 1992-05-27 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De Cylinder head for multicylinder IC engine - has accessory cover bolts with oil bores for guiding oil to bearing points and valve tappets

Also Published As

Publication number Publication date
JP3222231B2 (ja) 2001-10-22
JPH06193420A (ja) 1994-07-12
EP0608557A1 (fr) 1994-08-03
DE69315321D1 (de) 1998-01-02
DE69315321T2 (de) 1998-03-19

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