JPH0522043B2 - - Google Patents
Info
- Publication number
- JPH0522043B2 JPH0522043B2 JP57032231A JP3223182A JPH0522043B2 JP H0522043 B2 JPH0522043 B2 JP H0522043B2 JP 57032231 A JP57032231 A JP 57032231A JP 3223182 A JP3223182 A JP 3223182A JP H0522043 B2 JPH0522043 B2 JP H0522043B2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- valve
- bearing
- head cover
- camshaft
- 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
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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
-
- 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/02—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving cycles
-
- 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
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/02—Valve drive
- F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
- F01L1/047—Camshafts
- F01L1/053—Camshafts overhead type
- F01L2001/0537—Double overhead camshafts [DOHC]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- 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
- F02B2075/1804—Number of cylinders
- F02B2075/1808—Number of cylinders two
-
- 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
- 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)
- 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)
Description
【発明の詳細な説明】
〔発明の技術分野〕
本発明は、自動二輪車用DOHCエンジンにお
けるカム軸支持装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a camshaft support device in a DOHC engine for a motorcycle.
DOHC、４バルブの４気筒エンジンは、その
クランク軸方向のエンジン長が大きいため、自動
二輪車に搭載した場合、エンジンのヘツドカバー
に相当する部分が車体の左右両側に張り出し、そ
の張り出し部分がライダーの足と干渉する。その
ため、ライデイングポジシヨンの自由度が制約さ
れるという問題があつたのである。
DOHC, 4-valve, 4-cylinder engines have a long engine length in the direction of the crankshaft, so when mounted on a motorcycle, the part corresponding to the engine head cover protrudes on both the left and right sides of the vehicle body, and the protruding part is used for the rider's feet. interfere with Therefore, there was a problem in that the degree of freedom in riding position was restricted.
即ち、従来のDOHC、４バルブエンジンは、
そのカム軸の軸受を気筒間に対応する位置と最外
側の気筒の外側位置とにそれぞれ配置する構成に
なつているため、最外側に配置した軸受のスペー
ス分だけカム軸を横方向へ延長することになり、
その結果としてその延長部分がライダーの足と干
渉することになつていたのである。 In other words, the conventional DOHC, 4-valve engine is
Since the camshaft bearings are arranged at positions corresponding to between the cylinders and at positions outside the outermost cylinder, the camshaft can be extended laterally by the space of the outermost bearings. As a result,
As a result, the extended portion was interfering with the rider's foot.
本発明の目的は、クランク軸を車体の左右方向
に配置したDOHC多気筒エンジンにおいて、エ
ンジン側部にライダーの足が干渉せず、ライデイ
ングポジシヨンの自由度を拡大するエンジンのコ
ンパクト化を図ると共に、メンテナンスを容易に
した自動二輪車用DOHCエンジンのカム軸支持
装置を提供することにある。
The purpose of the present invention is to reduce the size of a DOHC multi-cylinder engine in which the crankshaft is placed in the left-right direction of the vehicle body so that the rider's feet do not interfere with the sides of the engine, increasing the degree of freedom in riding position. An object of the present invention is to provide a camshaft support device for a DOHC engine for a motorcycle that is easy to maintain.
上記目的を達成する本発明は、クランク軸を車
体の左右方向に配置し、該クランク軸の方向に沿
つて複数の気筒をシリンダブロツクに直線的に配
列すると共に、各気筒毎に吸気バルブと排気バル
ブをそれぞれ２個づつ気筒の列方向に設け、
前記シリンダブロツク上に、前記隣接し合う気
筒間並びに気筒列の両外側にそれぞれシリンダホ
ールデイングボルトを介挿してシリンダヘツドを
固定し、該シリンダヘツドの上部に２本のカム軸
を各吸気バルブ列および排気バルブ列に沿つてそ
れぞれ平行に配置し、そのカム軸中央部にて前記
クランク軸から動力を入力すると共に、カム軸上
のカムにより前記吸気バルブおよび排気バルブを
バルブリフタを介して駆動するようにし、
前記カム軸を支持する軸受を、前記２個づつ並
ぶ吸気バルブおよび排気バルブに対応させた２個
のカムの間に設けると共に、該カム軸の両軸端を
最外側位置のカムをもつて終端させ、かつ前記軸
受の両側部にそれぞれ前記バルブリフタを収納す
る切り欠き凹部を設け、
さらに前記シリンダヘツドの上部にそれぞれ前
記２本のカム軸を該両カム軸間の前記気筒に対応
する部分を除いて覆うヘツドカバーを設け、該ヘ
ツドカバーの平面視形状を前記軸受に対応する部
分で幅広くすると共に、隣接する二つの軸受間に
対応する部分で幅狭になるようにジグザグ形状に
形成し、該ジグザグ形状の前記ヘツドカバー外側
の凹部部分に前記シリンダホールデイングボルト
を配置したことを特徴とするものである。
The present invention achieves the above object by arranging a crankshaft in the left-right direction of a vehicle body, arranging a plurality of cylinders linearly in a cylinder block along the direction of the crankshaft, and installing an intake valve and an exhaust valve for each cylinder. Two valves are provided in each row of cylinders, and cylinder holding bolts are inserted on the cylinder block between the adjacent cylinders and on both outsides of the cylinder row to fix the cylinder head. Two camshafts are arranged parallel to each other along each intake valve row and exhaust valve row on the upper part of the camshaft, and power is input from the crankshaft at the center of the camshaft, and the cam on the camshaft is used to input the power from the crankshaft. The intake valve and the exhaust valve are driven via a valve lifter, and a bearing supporting the camshaft is provided between two cams corresponding to the two intake valves and the two exhaust valves, and the cam Both shaft ends of the shaft terminate with the outermost cam, and notch recesses are provided on both sides of the bearing to accommodate the valve lifter, and the two cam shafts are provided at the top of the cylinder head, respectively. A head cover is provided to cover the cylinder between the two camshafts except for a portion corresponding to the cylinder, and the shape of the head cover in plan view is widened in the portion corresponding to the bearing, and the portion corresponding to the two adjacent bearings is widened in plan view. The head cover is formed in a zigzag shape so as to have a narrow width, and the cylinder holding bolt is disposed in a concave portion of the zigzag shape on the outside of the head cover.
このようにカム軸に対する動力の入力をカム軸
中央部で行い、カム軸を支持するための軸受を、
２個づつの吸気バルブと排気バルブに対応して設
けたカムの間に設け、しかもそのカム軸の両軸端
に最外側位置のカムをもつて終端させることによ
り、軸端に軸受を設けないようにしたため、カム
軸の長さを短縮化することができる。さらに軸受
の両側部にバルブリフタ収納用の切り欠き凹部を
設けたため、２個づつ設けた吸気バルブおよび排
気バルブを平行に配置することが可能になり、そ
れによつて動弁機構をコンパクトにし、カム軸の
一層の短縮化を可能にする。したがつて、車体幅
方向のエンジン長が短くなり、ライダーの足がエ
ンジン側部に干渉しなくなるためライデイングポ
ジシヨンの自由度を拡大することができる。 In this way, the power is input to the camshaft at the center of the camshaft, and the bearing to support the camshaft is
By installing the cam between two cams corresponding to each intake valve and exhaust valve, and terminating the camshaft with the outermost cam at both ends of the camshaft, there is no need to provide a bearing at the shaft end. As a result, the length of the camshaft can be shortened. Furthermore, by providing notched recesses on both sides of the bearing for housing the valve lifter, it is possible to arrange two intake valves and two exhaust valves in parallel, thereby making the valve mechanism more compact and allowing the camshaft This makes it possible to further shorten the time. Therefore, the length of the engine in the width direction of the vehicle body is shortened, and the rider's feet do not interfere with the sides of the engine, so the degree of freedom in riding position can be increased.
さらに、上記２本のカム軸を覆うヘツドカバー
の平面視形状を上記軸受に対応する部分で幅広く
すると共に、隣接する二つの軸受間に対応する部
分で幅狭になるようにジグザグ形状に形成し、こ
のジグザグ形状のヘツドカバー外側の凹部部分に
シリンダホールデイングボルトを配置したことに
より、エンジンを車体前後方向にもコンパクトに
短縮することができる。 Further, the head cover covering the two camshafts is formed in a zigzag shape so that the shape in plan view is wide at the portion corresponding to the bearing, and narrow at the portion corresponding to between the two adjacent bearings; By arranging the cylinder holding bolt in the concave portion on the outside of the zigzag-shaped head cover, the engine can be compactly shortened in the longitudinal direction of the vehicle body.
また、ヘツドカバーを上記軸受に対応する部分
で幅広くしているため、軸受両側に切り欠き凹部
を設けながらも、軸受面積を可及的に広くとるこ
とができる。また、シリンダホールデイングボル
トをヘツドカバーの外側に配置するようにしたた
め、ヘツドカバーを外さずに増し締め作業が可能
になつて、メンテナンス性を向上することができ
る。 Further, since the head cover is made wider at the portion corresponding to the bearing, the bearing area can be made as wide as possible even though cutout recesses are provided on both sides of the bearing. Further, since the cylinder holding bolt is arranged outside the head cover, additional tightening work can be performed without removing the head cover, thereby improving maintainability.
第１図および第２図は本発明のカム軸支持機構
を有するDOHC、４バルブの４気筒エンジンを
搭載した自動二輪車を示す。１は機体中央に搭載
されたDOHC、４バルブ４気筒エンジン、２，
３はそれぞれ前輪と後輪である。このエンジン１
内の四つの気筒は車体進行方向に対し直交するよ
うに左右両側に直列に配置されており、第２図に
示すようにエンジン１の側部が機体側部に張り出
した状態になつている。
1 and 2 show a motorcycle equipped with a DOHC, 4-valve, 4-cylinder engine having a camshaft support mechanism according to the present invention. 1 is a DOHC, 4-valve, 4-cylinder engine mounted in the center of the aircraft, 2,
3 are the front wheels and the rear wheels, respectively. This engine 1
The four cylinders are arranged in series on both the left and right sides so as to be perpendicular to the direction of travel of the vehicle body, and the side portion of the engine 1 is in a state of protruding from the side portion of the body as shown in FIG.
第３図は、上記DOHC、４バルブ４気筒エン
ジン１を、上部のヘツドカバーを取り外した状態
で、矢印Ａで示す車体進行方向に対し幅方向の中
心線の右側半分だけを図示した平面図である。左
側半分は右側半分と対称構造であつて、右側と略
同一の構成になつている。第４図は同エンジンの
カム室部分の縦断面図である。 FIG. 3 is a plan view of the above-mentioned DOHC, 4-valve, 4-cylinder engine 1 with the upper head cover removed, showing only the right half of the center line in the width direction with respect to the vehicle body traveling direction indicated by arrow A. . The left half has a symmetrical structure with the right half, and has substantially the same configuration as the right half. FIG. 4 is a longitudinal sectional view of the cam chamber portion of the same engine.
第３図および第４図において、シリンダヘツド
４は下側のシリンダブロツクに対しシリンダホー
ルデイングボルト１２により固定されている。シ
リンダヘツド４上面の前後両側にはそれぞれカム
室５が形成され、かつそれらの中央部にカムチエ
ン室６が形成されている。これらカム室５とカム
チエン室６の上部にヘツドカバー７が着脱自在に
装着されている。 In FIGS. 3 and 4, the cylinder head 4 is fixed to the lower cylinder block by cylinder holding bolts 12. Cam chambers 5 are formed on both front and rear sides of the upper surface of the cylinder head 4, and a cam chain chamber 6 is formed in the center thereof. A head cover 7 is detachably attached to the upper part of the cam chamber 5 and the cam chain chamber 6.
シリンダヘツド４下方のシリンダブロツクには
シリンダ８が設けられている。このシリンダ８
は、中央のカムチエン室６を挾んで左右両側に２
気筒づつ計４気筒が設けられている。これら各シ
リンダ８にそれぞれ２個づつの吸気バルブ９，９
と排気バルブ１０，１０とが設けられ、また中央
部に点火プラグ１１が設けられている。 A cylinder 8 is provided in the cylinder block below the cylinder head 4. This cylinder 8
There are two on both sides of the center cam chain chamber 6.
A total of four cylinders are provided, one for each cylinder. Two intake valves 9, 9 are provided in each of these cylinders 8.
and exhaust valves 10, 10 are provided, and a spark plug 11 is provided in the center.
両側のカム室５，５には、各気筒毎に設けた上
記吸気バルブ９，９および排気バルブ１０，１０
に対応してそれぞれバルブリフタ１８が設けら
れ、その各バルブリフタ１８の頂面にカム１３が
臨んでいる。カム１３はカム軸１４に一体に固定
されており、そのカム軸１４は、各気筒に片側当
り一対ずつ設けたカム１３，１３の間に介在させ
た軸受１５により支持され、かつ中央のカムチエ
ン室６に対応して固定されたスプロケツト１６を
介しクランク軸から動力を得るようになつてい
る。また、軸受１５はその両側部に上記バルブリ
フタ１８を収納する切り欠き凹部１９を設けてい
る。１７はカム軸１４上に固定された位置決め用
の突起で、カム軸のスラストを止めるように作用
する。 In the cam chambers 5, 5 on both sides, the above-mentioned intake valves 9, 9 and exhaust valves 10, 10 provided for each cylinder are provided.
A valve lifter 18 is provided corresponding to each valve lifter 18, and a cam 13 faces the top surface of each valve lifter 18. The cam 13 is integrally fixed to a camshaft 14, and the camshaft 14 is supported by a bearing 15 interposed between the cams 13, 13 provided one pair on each side of each cylinder, and the camshaft 14 is supported by a bearing 15 interposed between the cams 13, 13 provided in each cylinder, one pair per side. Power is obtained from the crankshaft through a sprocket 16 fixed in correspondence with the crankshaft. Further, the bearing 15 is provided with notched recesses 19 on both sides thereof to accommodate the valve lifter 18. Reference numeral 17 denotes a positioning projection fixed on the camshaft 14, which acts to stop the thrust of the camshaft.
上述したDOHCエンジンでは、各気筒の吸気
バルブ９，９および排気バルブ１０，１０に対設
した一対ずつのカム１３，１３の間に軸受１５を
介在させ、この軸受１５によりカム軸１４を支持
するようにしている。このため、カム軸１４の軸
端を最外側位置のカム１３よりも外側へ突出させ
る必要がなくなり、それによつてカム室５の横方
向への張り出しがその分だけ短くなつている。即
ち、従来のDOHCエンジンでは、カム軸１４の
軸受は、鎖線で示す１５′の位置にそれぞれ設け
られていたため、その突出分だけカム軸は横方向
へ長くなり、カム室５も横へ張り出すことになつ
ていたが、本発明のDOHCエンジンでは、この
ような張り出しがなくなるのである。 In the DOHC engine described above, a bearing 15 is interposed between a pair of cams 13, 13 disposed opposite to the intake valves 9, 9 and exhaust valves 10, 10 of each cylinder, and the camshaft 14 is supported by the bearing 15. That's what I do. Therefore, there is no need for the shaft end of the camshaft 14 to protrude further to the outside than the cam 13 at the outermost position, so that the lateral overhang of the cam chamber 5 is shortened accordingly. That is, in the conventional DOHC engine, the bearings of the camshaft 14 were provided at positions 15' indicated by the chain lines, so the camshaft became longer in the lateral direction by the amount of their protrusion, and the cam chamber 5 also extended laterally. However, in the DOHC engine of the present invention, such an overhang is eliminated.
このため、上記DOHCエンジンでは、第２図
に示すように自動二輪車に搭載したとき、エンジ
ン１のヘツドカバー７の横方向への張り出しが、
従来７′の位置よりも中央側へ後退する。その結
果、第１図に示すようにライダーＭが鎖線で示す
ように前傾しても、その足がヘツドカバー７に干
渉することはなく、ライデイングポジシヨンの自
由度を広げることができる。 Therefore, when the DOHC engine is mounted on a motorcycle as shown in FIG. 2, the lateral protrusion of the head cover 7 of the engine 1 is
It is moved back toward the center from the conventional position 7'. As a result, even if the rider M leans forward as shown by the chain line in FIG. 1, his feet will not interfere with the head cover 7, and the degree of freedom in the riding position can be increased.
また上記軸受１５は、両側部にそれぞれ切り欠
き凹部１９を設け、その切り欠き凹部１９をバル
ブリフタ１８の収容スペースとしているため、左
右一対ずつ並んだ吸気バルブ９，９および排気バ
ルブ１０，１０を放射状に配置することなく、そ
れぞれ平行に配置することができるため、動弁機
構を極めてコンパクトにすることができる。ま
た、この動弁機構のコンパクト化によつてカム軸
の一層の短縮化が図られ、エンジン長を一層短く
することができる。 Further, the bearing 15 has notched recesses 19 on both sides, and the notched recesses 19 serve as accommodation spaces for the valve lifters 18, so that the intake valves 9, 9 and the exhaust valves 10, 10 arranged in pairs on the left and right can be arranged radially. Since they can be arranged in parallel without having to be arranged in parallel, the valve mechanism can be made extremely compact. Further, by making the valve train more compact, the camshaft can be further shortened, and the engine length can be further shortened.
また、上記ヘツドカバー７は、その平面視形状
が軸受１５に対応する部分では幅広くなると共
に、隣接する二つの軸受１５，１５間に対応する
部分では幅狭になり、その互いに対向する側がジ
グザグ形状になつている。そして、このジグザグ
形状のヘツドカバー７の外側の凹部部分に、シリ
ンダホールデイングボルト１２が配置されてい
る。このようなヘツドカバー７の形状により、エ
ンジンは車体前後方向にもコンパクトに短縮され
ている。また、ヘツドカバー７が軸受１５に対応
する部分で幅広くなつているため、上述のように
軸受両側に切り欠き凹部１９を設けるようにしな
がらも、軸受面積を可及的に広くすることができ
る。また、シリンダホールデイングボルト１２を
ヘツドカバー７の外側に配置しているため、ヘツ
ドカバー７を外さずに増し締め作業をすることが
でき、メンテナンス性を向上することができる。 In addition, the head cover 7 has a planar shape that is wide at the portion corresponding to the bearing 15 and narrow at the portion corresponding to the two adjacent bearings 15, 15, and has a zigzag shape on the sides facing each other. It's summery. A cylinder holding bolt 12 is disposed in the outer recessed portion of the zigzag-shaped head cover 7. Due to this shape of the head cover 7, the engine is also compactly shortened in the longitudinal direction of the vehicle body. Furthermore, since the head cover 7 is wider at the portion corresponding to the bearing 15, the bearing area can be made as wide as possible even though the notch recesses 19 are provided on both sides of the bearing as described above. Furthermore, since the cylinder holding bolts 12 are arranged outside the head cover 7, additional tightening work can be performed without removing the head cover 7, and maintenance efficiency can be improved.
また、上述したように従来のDOHCエンジン
では、カム軸の軸受１５′が、各気筒間の最外側
気筒の外側とに対応する位置にそれぞれ設けられ
ていたため、この軸受１５′がシリンダホールデ
イングボルト１２と隣接する配置となり、そのた
めスペース上の理由からシリンダホールデイング
ボルト１２が軸受１５′と共にカム室５の内側に
収納されるようになつていた。したがつて、シリ
ンダホールデイングボルト１２の増し締めを行う
場合には、その都度ヘツドカバー７を取り外して
から行わねばならず、整備性を低下させる原因に
なつていた。しかし、上記実施例のDOHCエン
ジンであれば、軸受１５をシリンダホールデイン
グボルト１２に互いに隣接させず、かつシリンダ
ホールデイングボルト１２をヘツドカバー７の外
側へ位置させることができるため、ヘツドカバー
７を取り外すことなく増し締め作業を行うことが
できるようになる。 In addition, as mentioned above, in the conventional DOHC engine, the camshaft bearings 15' were provided at positions corresponding to the outermost cylinders between the cylinders, so these bearings 15' were attached to the cylinder holding bolts. 12, and therefore, for reasons of space, the cylinder holding bolt 12 was housed inside the cam chamber 5 together with the bearing 15'. Therefore, when retightening the cylinder holding bolts 12, it is necessary to remove the head cover 7 each time, which causes a decrease in maintainability. However, in the DOHC engine of the above embodiment, the bearings 15 are not adjacent to the cylinder holding bolts 12, and the cylinder holding bolts 12 can be positioned outside the head cover 7, so that the head cover 7 cannot be removed. This makes it possible to perform retightening work without having to worry about retightening.
上述したように本発明のカム軸支持装置は、ク
ランク軸を車体の左右方向にし、そのクランク軸
方向に沿つて複数の気筒を直線的に配列した自動
二輪車用DOHCエンジンにおいて、クランク軸
とカム軸との間の動力伝達をカム軸中央部で行
い、カム軸を支持するための軸受を、各気筒に２
個づつの吸気バルブと排気バルブに対応して設け
たカムの間に設け、しかもそのカム軸の両軸端を
最外側位置のカムをもつて終端させて、軸端に軸
受を設けないようにしたため、カム軸の長さを短
縮化することができる。さらに、上記軸受の両側
部にバルブリフタ収納用の切り欠き凹部を設けた
ことにより、２個づつ設けた吸気バルブおよび排
気バルブを平行に配置することが可能になり、そ
れによつて動弁機構をコンパクトにし、カム軸の
さらに一層の短縮化を図ることができる。したが
つて、車体幅方向のエンジン長が短くなり、ライ
ダーの足がエンジン側部に干渉することがなくな
つて、ライデイングポジシヨンの自由度を拡大す
ることができる。さらに、２本のカム軸を覆うヘ
ツドカバーの平面視形状を上記軸受に対応する部
分では幅広くすると共に、隣接する二つの軸受間
に対応する部分で幅狭になるようにジグザグ形状
に形成し、かつこのジグザグ形状のヘツドカバー
外側の凹部部分にシリンダホールデイングボルト
を配置するようにしたので、エンジンを車体前後
方向にもコンパクトに短縮することができる。
As described above, the camshaft support device of the present invention is suitable for DOHC engines for motorcycles in which the crankshaft is oriented in the left-right direction of the vehicle body and a plurality of cylinders are arranged linearly along the crankshaft direction. The power is transmitted between the cylinders at the center of the camshaft, and two bearings are installed in each cylinder to support the camshaft.
It is installed between the cams provided for each intake valve and exhaust valve, and both ends of the camshaft are terminated with the outermost cam, so that no bearings are installed at the shaft ends. Therefore, the length of the camshaft can be shortened. Furthermore, by providing notched recesses on both sides of the bearing to accommodate the valve lifter, it is possible to arrange two intake valves and two exhaust valves in parallel, thereby making the valve mechanism more compact. Therefore, the camshaft can be further shortened. Therefore, the length of the engine in the width direction of the vehicle body is shortened, the rider's feet no longer interfere with the sides of the engine, and the degree of freedom in riding position can be increased. Furthermore, the head cover that covers the two camshafts is formed in a zigzag shape in a plan view so that the portion corresponding to the bearings is wide, and the width is narrow in the portion corresponding to between two adjacent bearings, and Since the cylinder holding bolt is arranged in the recessed part on the outside of the zigzag-shaped head cover, the engine can be compactly shortened in the longitudinal direction of the vehicle body.
また、ヘツドカバーを上記軸受に対応する部分
で幅広くしていることによつて、その軸受両側に
切り欠き凹部を設けながらも、軸受面積を可及的
に広くとることができる。また、シリンダホール
デイングボルトをヘツドカバーの外側に配置する
ようにしているため、ヘツドカバーを外さずに増
し締め作業が可能になり、メンテナンス性を向上
することができる。 Furthermore, by making the head cover wider at the portion corresponding to the bearing, the bearing area can be made as wide as possible even though cutout recesses are provided on both sides of the bearing. Further, since the cylinder holding bolt is arranged outside the head cover, additional tightening work can be performed without removing the head cover, thereby improving maintainability.
第１図は本発明のDOHCエンジンが搭載され
た自動二輪車の側面図、第２図は同正面図、第３
図は本発明によるDOHCエンジンを、ヘツドカ
バーを外した状態で右半分のみを示す平面図、第
４図は同要部の縦断面図である。
１…エンジン、５…カム室、７…ヘツドカバ
ー、８…シリンダ、９…吸気バルブ、１０…排気
バルブ、１３…カム、１４…カム軸、１５…軸
受、１８…バルブリフタ、１９…切り欠き凹部。
Fig. 1 is a side view of a motorcycle equipped with the DOHC engine of the present invention, Fig. 2 is a front view of the same, and Fig. 3 is a side view of a motorcycle equipped with the DOHC engine of the present invention.
The figure is a plan view showing only the right half of the DOHC engine according to the present invention with the head cover removed, and FIG. 4 is a longitudinal sectional view of the main part. DESCRIPTION OF SYMBOLS 1...Engine, 5...Cam chamber, 7...Head cover, 8...Cylinder, 9...Intake valve, 10...Exhaust valve, 13...Cam, 14...Camshaft, 15...Bearing, 18...Valve lifter, 19...Notch recess.
Claims (1)
ランク軸の方向に沿つて複数の気筒８をシリンダ
ブロツクに直線的に配列すると共に、各気筒毎に
吸気バルブ９と排気バルブ１０をそれぞれ２個づ
つ気筒の列方向に設け、 前記シリンダブロツク上に、前記隣接し合う気
筒間並びに気筒列の両外側にそれぞれシリンダホ
ールデイングボルト１２を介挿してシリンダヘツ
ド４を固定し、該シリンダヘツド４の上部に２本
のカム軸１４，１４を各吸気バルブ列および排気
バルブ列に沿つてそれぞれ平行に配置し、そのカ
ム軸中央部にて前記クランク軸から動力を入力す
ると共に、カム軸１４，１４上のカム１３により
前記吸気バルブ９および排気バルブ１０をバルブ
リフタ１８を介して駆動するようにし、 前記カム軸１４，１４を支持する軸受１５を、
前記２個づつ並ぶ吸気バルブ９および排気バルブ
１０に対応させた２個のカム１３の間に設けると
共に、該カム軸１４，１４の両軸端を最外側位置
のカム１３をもつて終端させ、かつ前記軸受１５
の両側部にそれぞれ前記バルブリフタ１８を収納
する切り欠き凹部１９を設け、 さらに前記シリンダヘツド４の上部にそれぞれ
前記２本のカム軸１４，１４を該両カム軸間の前
記気筒に対応する部分を除いて覆うヘツドカバー
７を設け、該ヘツドカバー７の平面視形状を前記
軸受１５に対応する部分で幅広くすると共に、隣
接する二つの軸受１５，１５間に対応する部分で
幅狭になるようにジグザグ形状に形成し、該ジグ
ザグ形状の前記ヘツドカバー７外側の凹部部分に
前記シリンダホールデイングボルト１２を配置し
たことを特徴とする自動二輪車用DOHCエンジ
ンのカム軸支持装置。[Scope of Claims] 1. A crankshaft is arranged in the left-right direction of the vehicle body, and a plurality of cylinders 8 are linearly arranged in a cylinder block along the direction of the crankshaft, and an intake valve 9 and an exhaust valve are arranged for each cylinder. Two valves 10 are provided in each row of cylinders, and cylinder holding bolts 12 are inserted between the adjacent cylinders and on both outsides of the cylinder row on the cylinder block to fix the cylinder head 4, Two camshafts 14, 14 are arranged parallel to each other along each intake valve row and exhaust valve row on the upper part of the cylinder head 4, and power is inputted from the crankshaft at the center of the camshafts, and The intake valve 9 and the exhaust valve 10 are driven by a cam 13 on the camshafts 14, 14 via a valve lifter 18, and a bearing 15 supporting the camshafts 14, 14 is provided.
It is provided between two cams 13 corresponding to the intake valves 9 and exhaust valves 10 arranged in pairs, and both shaft ends of the cam shafts 14, 14 are terminated with the cam 13 located at the outermost position, and the bearing 15
A cutout recess 19 is provided on each side of the cylinder head 4 to accommodate the valve lifter 18, and a portion corresponding to the cylinder between the two camshafts is provided in the upper part of the cylinder head 4. The head cover 7 is provided with a zigzag shape so that the plan view shape of the head cover 7 is wide at the portion corresponding to the bearing 15 and narrow at the portion corresponding to between the two adjacent bearings 15, 15. A camshaft support device for a DOHC engine for a motorcycle, characterized in that the cylinder holding bolt 12 is arranged in a concave portion on the outside of the zigzag-shaped head cover 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3223182A JPS58150010A (en) | 1982-03-03 | 1982-03-03 | Cam shaft support mechanism of dohc engine for motorcycle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3223182A JPS58150010A (en) | 1982-03-03 | 1982-03-03 | Cam shaft support mechanism of dohc engine for motorcycle |
Related Child Applications (3)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21278890A Division JPH03189306A (en) | 1990-08-10 | 1990-08-10 | Valve system for double overhead camshaft engine |
| JP21278990A Division JPH03189359A (en) | 1990-08-10 | 1990-08-10 | Dohc engine |
| JP2212790A Division JPH0631565B2 (en) | 1990-08-10 | 1990-08-10 | DOHC engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58150010A JPS58150010A (en) | 1983-09-06 |
| JPH0522043B2 true JPH0522043B2 (en) | 1993-03-26 |
Family
ID=12353193
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3223182A Granted JPS58150010A (en) | 1982-03-03 | 1982-03-03 | Cam shaft support mechanism of dohc engine for motorcycle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58150010A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0646005B2 (en) * | 1984-06-12 | 1994-06-15 | ヤマハ発動機株式会社 | Bearing structure of valve camshaft |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT329323B (en) * | 1972-11-06 | 1976-05-10 | Denzel Kraftfahrzeug Wolfgang | CYLINDER HEAD FOR COMBUSTION MACHINERY |
| JPS5532946A (en) * | 1978-08-28 | 1980-03-07 | Yamaha Motor Co Ltd | Valve regulator for multi-cylinder two-head cam shaft type internal combustion engine |
| JPS572409A (en) * | 1980-06-06 | 1982-01-07 | Yamaha Motor Co Ltd | Cam shaft supporting structure for four-valve and two-overhead cam shaft type internal combustion engine |
-
1982
- 1982-03-03 JP JP3223182A patent/JPS58150010A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58150010A (en) | 1983-09-06 |
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