JPH0545763B2 - - Google Patents
Info
- Publication number
- JPH0545763B2 JPH0545763B2 JP14411189A JP14411189A JPH0545763B2 JP H0545763 B2 JPH0545763 B2 JP H0545763B2 JP 14411189 A JP14411189 A JP 14411189A JP 14411189 A JP14411189 A JP 14411189A JP H0545763 B2 JPH0545763 B2 JP H0545763B2
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valves
- valve
- camshaft
- cylinder
- 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
Links
- 238000002485 combustion reaction Methods 0.000 claims description 10
- 230000002452 interceptive effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
Description
【発明の詳細な説明】
［産業上の利用分野］
この発明は１気筒当り３つの吸気バルブ及び複
数の吸気バルブを有する４サイクルエンジンに関
するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] This invention relates to a four-stroke engine having three intake valves per cylinder and a plurality of intake valves.
［従来の技術］
１気筒当り３つの吸気バルブ及び３つの排気バ
ルブを有し、前記吸気バルブのうち両側の吸気バ
ルブを中間の吸気バルブよりもシリンダの軸線に
対する傾きを大きくして燃焼室に臨ませるように
したエンジンは、例えば英国特許第296125号明細
書に示すように公知である。[Prior Art] Each cylinder has three intake valves and three exhaust valves, and the intake valves on both sides of the intake valves are inclined with respect to the axis of the cylinder more than the intake valve in the middle so that they face the combustion chamber. Engines designed for this purpose are known, for example from British Patent No. 296,125.
また、１気筒当り３つの吸気バルブ及び２つの
排気バルブを有しこれらをロツカーアームを介し
て開閉させるようにしたエンジンも英国特許第
687528号明細書に示すように公知である。 In addition, an engine that has three intake valves and two exhaust valves per cylinder and opens and closes them via a Rocker arm is also patented in the UK.
It is known as shown in the specification of No. 687528.
［発明が解決しようとする課題］
ところで、前記公知のエンジンにおいて、前者
の吸気バルブをロツカーアームを介して開閉しよ
うとした場合に、後者に示されたようなロツカー
アームを用いると、各バルブの開閉の同調が難し
い、という問題点を有する。[Problems to be Solved by the Invention] By the way, in the above-mentioned known engine, when the former intake valve is attempted to be opened and closed via a rocker arm, if a rocker arm as shown in the latter is used, it is difficult to open and close each valve. The problem is that it is difficult to synchronize.
この発明は、従来技術の有するこのような問題
点に鑑みてなされたものであり、この目的とする
ところは、傾きの異なるバルブ用のロツカーアー
ムを共通のロツカー軸で支持したにもかかわらず
各バルブの開閉を同調させ得るようにしたエンジ
ンを提供しようとするものである。 This invention has been made in view of the above-mentioned problems of the prior art, and its purpose is to prevent rocker arms for valves with different inclinations from being supported by a common rocker shaft. The purpose of the present invention is to provide an engine that can synchronize the opening and closing of the engine.
［課題を解決するための手段］
上記目的を達成するために、この発明における
４サイクルエンジンは、
両側の吸気バルブの上端をシリンダ外側に向か
つて傾斜させて両側の吸気バルブのシリンダ軸線
に対する傾きを中間の吸気バルブのそれよりも大
きくし、これらバルブの上端同士をカム軸方向視
において互いに近接させ、この各吸気バルブの上
端にロツカーアームの一端を当接させ、該ロツカ
ーアームをカム軸と直角方向に延在させて共通の
ロツカー軸で支持し、該ロツカー軸から略同一の
距離をおいてロツカーアームにカム軸のカムを当
接させる一方、吸気バルブの傘径を排気バルブの
傘径よりも小さくした、
ものである。[Means for Solving the Problems] In order to achieve the above object, the four-stroke engine of the present invention has the following features: The upper ends of the intake valves on both sides are inclined toward the outside of the cylinder to reduce the inclination of the intake valves on both sides with respect to the cylinder axis. larger than that of the intermediate intake valve, the upper ends of these valves are brought close to each other when viewed in the direction of the camshaft, one end of the rocker arm is brought into contact with the upper end of each intake valve, and the rocker arm is moved in a direction perpendicular to the camshaft. The cam shaft is extended and supported by a common rocker shaft, and the cam of the camshaft is brought into contact with the rocker arm at approximately the same distance from the rocker shaft, while the diameter of the intake valve is made smaller than the diameter of the exhaust valve. , is something.
［作用］
吸気バルブの上端同士をカム軸方向視において
互いに近接させ、この各吸気バルブの上端にロツ
カーアームの一端を当接させ、該ロツカーアーム
をカム軸と直角方向に延在させて共通のロツカー
軸で支持し、該ロツカー軸から略同一の距離をお
いてロツカーアームにカム軸のカムを当接させた
ので、各バルブにおけるロツカーアーム長とロツ
カー軸からカム当接部までの長さを揃えることが
できる。更に、吸気バルブの傘径を排気バルブの
傘径よりも小さくしたので、両側の吸気バルブと
中間の吸気バルブを互いに干渉することなくカム
軸と直角方向に近接させることができることか
ら、中間の吸気バルブと両側の吸気バルブとがな
す角度を小さくすることができる。[Operation] The upper ends of the intake valves are brought close to each other when viewed in the direction of the camshaft, one end of a rocker arm is brought into contact with the upper end of each intake valve, and the rocker arm is extended in a direction perpendicular to the camshaft to form a common rocker shaft. Since the cam of the camshaft is brought into contact with the rocker arm at approximately the same distance from the rocker shaft, the length of the rocker arm for each valve and the length from the rocker shaft to the cam abutting part can be made the same. . Furthermore, since the diameter of the intake valve is made smaller than that of the exhaust valve, the intake valves on both sides and the intermediate intake valve can be placed close to each other in a direction perpendicular to the camshaft without interfering with each other. The angle formed between the valve and the intake valves on both sides can be made smaller.
［実施例］
この発明の実施例を以下図面を参照して説明す
る。[Example] An example of the present invention will be described below with reference to the drawings.
図面は４サイクルエンジンの１気筒を示してお
り、図中ａはシリンダ、ｂはシリンダヘツド、１
は吸気通路、２は排気通路である。 The drawing shows one cylinder of a four-stroke engine, where a is the cylinder, b is the cylinder head, and 1
2 is an intake passage, and 2 is an exhaust passage.
３は前記シリンダヘツドｂ下面に形成された燃
焼室であり、吸気通路１及び排気通路２が開口し
ている。 Reference numeral 3 denotes a combustion chamber formed on the lower surface of the cylinder head b, into which an intake passage 1 and an exhaust passage 2 are opened.
４は点火プラグ取付用のネジ孔であり、前記燃
焼室３上面の中心部に開口している。 Reference numeral 4 denotes a screw hole for attaching a spark plug, which opens at the center of the upper surface of the combustion chamber 3.
５は前記吸気通路１を開閉する吸気バルブ、６
は排気通路２を開閉する排気バルブである。 5 is an intake valve that opens and closes the intake passage 1; 6;
is an exhaust valve that opens and closes the exhaust passage 2.
これら吸気バルブ５及び排気バルブ６は夫々そ
の下端の傘部が燃焼室３に臨んで吸気通路１及び
排気通路２の開口端に対応し、中間部がガイド５
ａ及び６ａを介してシリンダヘツドｂの壁面に摺
動自在に支持されている。 These intake valves 5 and exhaust valves 6 have umbrella portions at their lower ends facing the combustion chamber 3 and correspond to the opening ends of the intake passage 1 and exhaust passage 2, respectively, and the middle portion thereof is a guide 5.
It is slidably supported on the wall surface of cylinder head b via a and 6a.
７，８は前記バルブ５，６を閉弁方向に付勢す
るバネである。 7 and 8 are springs that bias the valves 5 and 6 in the valve-closing direction.
９，１０は前記バルブ５，６を駆動させるカム
軸であり、シリンダヘツドｂ上端とカムキヤツプ
１１，１２との間に夫々回動自在に保持されてい
る。 Cam shafts 9 and 10 drive the valves 5 and 6, and are rotatably held between the upper end of the cylinder head b and the cam caps 11 and 12, respectively.
１３は前記カム軸９，１０及びカムキヤツプ１
１，１２を覆うカバーであり、シリンダヘツドｂ
の上端に連設されている。 13 is the cam shaft 9, 10 and the cam cap 1;
It is a cover that covers cylinder head b
It is connected to the top of the .
そして、この４サイクルエンジンはその出力性
能を向上させるため１気筒当りの吸気バルブ５が
３つと排気バルブ６が２つ設けられている。 This four-stroke engine is provided with three intake valves 5 and two exhaust valves 6 per cylinder in order to improve its output performance.
また、３つの吸気バルブ５の配置構造は、両側
の吸気バルブが中間の吸気バルブよりもシリンダ
ａの軸線l1に対する傾きを大きくして燃焼室３に
臨まされている。 Further, the arrangement structure of the three intake valves 5 is such that the intake valves on both sides face the combustion chamber 3 with a larger inclination with respect to the axis l1 of the cylinder a than the intake valve in the middle.
即ち、中間の吸気バルブ５の傾斜角度をα1と
し、両側の吸気バルブ５の傾斜角度をα2とすれば
α1＜α2となる。 That is, if the inclination angle of the middle intake valve 5 is α 1 and the inclination angle of the intake valves 5 on both sides is α 2 , then α 1 <α 2 .
更に、前記３つの吸気バルブ５は夫々その上端
がカム軸９の軸線l2と平行なほぼ同一直線l3上に
近接位置するように配置されている。 Further, the three intake valves 5 are arranged such that their respective upper ends are located close to each other on substantially the same straight line l3 parallel to the axis l2 of the camshaft 9.
従つて、上記吸気バルブ５は、第２図に示す如
く燃焼室３においてその吸気側と排気側とを分け
る中心線l4に対して中間のものが両側のものより
外側へ偏位した配置となり、各バルブ５が互いに
干渉することがない。 Therefore, as shown in FIG. 2, the intake valves 5 are arranged so that the middle valve is deviated outward from the valves on both sides with respect to the center line l4 that separates the intake side and the exhaust side of the combustion chamber 3. , the valves 5 do not interfere with each other.
また、吸気バルブ５の傘径ｄは排気バルブ６の
傘径Ｄよりも小さく構成されている。 Further, the umbrella diameter d of the intake valve 5 is configured to be smaller than the umbrella diameter D of the exhaust valve 6.
このため、両側の吸気バルブ５と中間の吸気バ
ルブ５を互いに干渉することなくカム軸９と直角
方向に近接させることができ、中間の吸気バルブ
と両側の吸気バルブとがなす角度を小さくするこ
とができる。 Therefore, the intake valves 5 on both sides and the intermediate intake valve 5 can be brought close to each other in the direction perpendicular to the camshaft 9 without interfering with each other, thereby reducing the angle formed between the intermediate intake valve and the intake valves on both sides. I can do it.
そして、第５図に示すようにシリンダａ内にお
いて、両側の吸気通路１からの吸気流S1，S2が衝
突する地点をめがけて中間の吸気通路１からの吸
気流S3が流れ込み、それによつて前者の吸気流
S1，S2が押し下げられてピストンｃに衝突し、そ
れ以後シリンダａ内での流れが維持されるので、
吸気流S1，S2，S3が途中で淀むことがなく、吸気
流S1，S2，S3の流れを円滑に維持することができ
るのである。 Then, as shown in FIG. 5, in the cylinder a, the intake air flow S 3 from the intermediate intake passage 1 flows toward the point where the intake air flows S 1 and S 2 from the intake passages 1 on both sides collide, and then Therefore, the former intake flow
S 1 and S 2 are pushed down and collide with piston c, and from then on the flow in cylinder a is maintained, so
The intake air flows S 1 , S 2 , and S 3 do not stagnate midway, and the intake air flows S 1 , S 2 , and S 3 can be maintained smoothly.
また、上記吸気バルブ５は夫々カム軸９に連繋
されるが、その連繋手段はロツカーアーム１４が
使用されている。 Further, each of the intake valves 5 is connected to a camshaft 9, and a rocker arm 14 is used as the connection means.
このロツカーアーム１４の３つの腕１４ａの各
端部は各吸気バルブ５の上端に当接されており、
かつエンジン外側下方に向け傾斜させて延在させ
られ、その他端部はシリンダヘツドｂに共通のロ
ツカー軸１６によつて軸支されていると共にその
中間部上面にカム軸９のカム９ａが当接されてい
る。 Each end of the three arms 14a of this rocker arm 14 is in contact with the upper end of each intake valve 5,
The cam 9a of the camshaft 9 is in contact with the upper surface of the middle portion of the cam 9a, which extends downwardly outside the engine, and whose other end is pivotally supported by a rocker shaft 16 that is common to the cylinder head b. has been done.
そして、第１図に示すように両側の吸気バルブ
とロツカーアームとのなす角度は、中間の吸気バ
ルブとロツカーアームとのなす角度に比べて大き
くかつ直角に近くなつている。 As shown in FIG. 1, the angle between the intake valves on both sides and the rocker arm is larger than the angle between the intermediate intake valve and the rocker arm, and is close to a right angle.
このように、バルブ５の上端同士をカム軸９方
向視において互いに近接させ、この各吸気バルブ
５の上端にロツカーアーム１４の一端を当接さ
せ、該ロツカーアーム１４をカム軸９と直角方向
に延在させて共通のロツカー軸１６で支持し、該
ロツカー軸から略同一の距離をおいてロツカーア
ームにカム軸のカム９ａを当接させたので、各バ
ルブ５におけるアーム長とロツカー軸１６からカ
ム当接部までの長さを揃えることができる。 In this way, the upper ends of the valves 5 are brought close to each other when viewed in the direction of the camshaft 9, one end of the rocker arm 14 is brought into contact with the upper end of each intake valve 5, and the rocker arm 14 is extended in a direction perpendicular to the camshaft 9. Since the cam 9a of the camshaft is brought into contact with the rocker arm at approximately the same distance from the rocker shaft 16, the arm length of each valve 5 and the cam contact from the rocker shaft 16 are You can adjust the length up to the end.
また、吸気バルブ５の傘径ｄを排気バルブ６の
傘径Ｄよりも小さくしたので、両側の吸気バルブ
５と中間の吸気バルブ５を互いに干渉することな
くカム軸９と直角方向に近接させることができる
ことから、中間の吸気バルブ５と両側の吸気バル
ブ５とがなす角度は小さくなる。 Furthermore, since the umbrella diameter d of the intake valve 5 is made smaller than the umbrella diameter D of the exhaust valve 6, the intake valves 5 on both sides and the intermediate intake valve 5 can be brought close to each other in a direction perpendicular to the camshaft 9 without interfering with each other. As a result, the angle formed by the intermediate intake valve 5 and the intake valves 5 on both sides becomes smaller.
一方、排気バルブ６は２つ設けられ、燃焼室３
内において前記中心線l4と平行な直線l5上に配置
されている。 On the other hand, two exhaust valves 6 are provided, and the combustion chamber 3
It is arranged on a straight line l5 parallel to the center line l4 within the center line.
また、排気バルブ６はシリンダａの軸線l1に対
する傾斜角度α3が等しく設定され、上端が夫々ロ
ツカーアーム１５を介してカム軸１０に連繋され
ている。 Further, the exhaust valves 6 are set to have the same inclination angle α 3 with respect to the axis l 1 of the cylinder a, and their upper ends are connected to the camshaft 10 via rocker arms 15, respectively.
そして、上記排気バルブ６は２つであるからそ
れらを燃焼室３内で直列的に配置しても干渉し合
うことがない。 Since there are two exhaust valves 6, even if they are arranged in series within the combustion chamber 3, they will not interfere with each other.
なお、前記実施例では排気バルブ６を２つ設け
たものについて説明をしたが、排気バルブ６も前
記吸気バルブ５と同様な配置構造にすれば３つ設
けることも可能である。 In the above embodiment, two exhaust valves 6 are provided, but if the exhaust valves 6 are arranged in the same structure as the intake valve 5, three exhaust valves 6 may be provided.
［発明の効果］
この発明では、吸気バルブの上端同士をカム軸
方向視において互いに近接させ、この各吸気バル
ブの上端にロツカーアームの一端を当接させ、該
ロツカーアームをカム軸と直角方向に延在させて
共通のロツカー軸で支持し、該ロツカー軸から略
同一の距離をおいてロツカーアームにカム軸のカ
ムを当接させたので、各バルブにおけるアーム長
とロツカー軸からカム当接部までの長さを揃える
ことができ、これによりバルブ毎のロツカー比を
略同一にして各バルブの開閉を同調して駆動する
ことができる。[Effects of the Invention] In this invention, the upper ends of the intake valves are brought close to each other when viewed in the direction of the camshaft, one end of the rocker arm is brought into contact with the upper end of each intake valve, and the rocker arm is extended in a direction perpendicular to the camshaft. The cam shaft is supported by a common rocker shaft, and the cam of the camshaft is brought into contact with the rocker arm at approximately the same distance from the rocker shaft, so the arm length for each valve and the length from the rocker shaft to the cam abutting part are As a result, the rocker ratio for each valve can be made substantially the same, and the opening and closing of each valve can be driven in synchronization.
また、吸気バルブの傘径を排気バルブの傘径よ
りも小さくしたので、両側の吸気バルブと中間の
吸気バルブを互いに干渉することなくカム軸と直
角方向に近接させることができることから、中間
の吸気バルブと両側の吸気バルブとがなす角度が
小さくなり、従つて、傾きの異なるバルブ用のロ
ツカーアームを共通のロツカー軸で支持したにも
かかわらず各バルブの開閉を更に同調させ得るも
のである。 In addition, since the diameter of the intake valve is smaller than that of the exhaust valve, the intake valves on both sides and the middle intake valve can be placed close to each other in a direction perpendicular to the camshaft without interfering with each other. The angle formed between the valve and the intake valves on both sides is reduced, and therefore, even though rocker arms for valves with different inclinations are supported by a common rocker shaft, the opening and closing of each valve can be further synchronized.
第１図はこの発明に係るエンジンの実施例の縦
断面図、第２図は第１図の−線断面図、第３
図は第２図の−線断面図、第４図は第３図の
−線断面図、第５図はシリンダ内における吸
気流の流れを示す模式図を示す。
ａ……シリンダ、ｂ……シリンダヘツド、１…
…吸気通路、２……排気通路、３……燃焼室、５
……吸気バルブ、６……排気バルブ、９，１０…
…カム軸、９ａ，１０ａ……カム、１４，１５…
…ロツカーアーム、１６……ロツカー軸、l1……
シリンダの軸線、α1……中間の吸気バルブの傾斜
角度、α2……両側の吸気バルブの傾斜角度、Ｄ…
…排気バルブの傘径、ｄ……吸気バルブの傘径。
FIG. 1 is a longitudinal cross-sectional view of an embodiment of the engine according to the present invention, FIG. 2 is a cross-sectional view taken along the - line in FIG.
The figure shows a cross-sectional view taken along the line -- in FIG. 2, FIG. 4 shows a cross-sectional view taken along the line -- in FIG. 3, and FIG. 5 shows a schematic diagram showing the flow of intake air in the cylinder. a...Cylinder, b...Cylinder head, 1...
...Intake passage, 2...Exhaust passage, 3...Combustion chamber, 5
...Intake valve, 6...Exhaust valve, 9,10...
...Camshaft, 9a, 10a...Cam, 14, 15...
...Rotzker arm, 16...Rotzker axis, l 1 ...
Axis of cylinder, α 1 ...Inclination angle of middle intake valve, α 2 ...Inclination angle of intake valves on both sides, D...
...Cap diameter of exhaust valve, d...Cap diameter of intake valve.
Claims (1)
バルブを有し、前記吸排気バルブを燃焼室の略中
心を通りカム軸に平行な中心線の一側と他側に振
り分け、且つ中間の吸気バルブを両側の吸気バル
ブよりも前記中心線に対してシリンダ外側に位置
させた４サイクルエンジンであつて、両側の吸気
バルブの上端をシリンダ外側に向かつて傾斜させ
て両側の吸気バルブのシリンダ軸線に対する傾き
を中間の吸気バルブのそれよりも大きくし、これ
らバルブの上端同士をカム軸方向視において互い
に近接させ、この各吸気バルブの上端にロツカー
アームの一端を当接させ、該ロツカーアームをカ
ム軸と直角方向に延在させて共通のロツカー軸で
支持し、該ロツカー軸から略同一の距離をおいて
ロツカーアームにカム軸のカムを当接させる一
方、吸気バルブの傘径を排気バルブの傘径よりも
小さくしたことを特徴とする４サイクルエンジ
ン。1. Each cylinder has three intake valves and a plurality of exhaust valves, and the intake and exhaust valves are divided into one side and the other side of a center line that passes approximately through the center of the combustion chamber and is parallel to the camshaft, and an intermediate intake valve is provided. is a four-cycle engine in which the intake valves on both sides are located on the outside of the cylinder with respect to the center line, and the upper ends of the intake valves on both sides are inclined toward the outside of the cylinder, so that the inclination of the intake valves on both sides with respect to the cylinder axis is is larger than that of the intermediate intake valve, the upper ends of these valves are brought close to each other when viewed in the direction of the camshaft, one end of a rocker arm is brought into contact with the upper end of each intake valve, and the rocker arm is moved in a direction perpendicular to the camshaft. The cam of the camshaft is brought into contact with the rocker arm at approximately the same distance from the rocker shaft, and the diameter of the intake valve is made smaller than the diameter of the exhaust valve. A 4-stroke engine with the following features.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14411189A JPH0230908A (en) | 1989-06-08 | 1989-06-08 | Four-cycle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14411189A JPH0230908A (en) | 1989-06-08 | 1989-06-08 | Four-cycle engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21421881A Division JPS58113512A (en) | 1981-04-22 | 1981-12-28 | 4-cycle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0230908A JPH0230908A (en) | 1990-02-01 |
| JPH0545763B2 true JPH0545763B2 (en) | 1993-07-12 |
Family
ID=15354441
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14411189A Granted JPH0230908A (en) | 1989-06-08 | 1989-06-08 | Four-cycle engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0230908A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2628450B2 (en) * | 1993-12-07 | 1997-07-09 | 松下電器産業株式会社 | Traffic signal controller |
-
1989
- 1989-06-08 JP JP14411189A patent/JPH0230908A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0230908A (en) | 1990-02-01 |
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