公开(公告)号：US20030000493A1

公开(公告)日：2003-01-02

申请号：US10226776

申请日：2002-08-23

Inventor： Gary J. Gracyalny ,  John H. Thiermann

IPC: F01L013/08

CPC classification number: F01L13/085 ,  F01L1/024 ,  F01L1/026 ,  F01L13/08 ,  F01L2101/00 ,  F02B63/02 ,  F02B75/16

Abstract: A retainer retains a release member for engine valves of an internal combustion engine. The release member causes an engine valve to be actuated depending on various operating conditions of the engine, such as engine speed or oil level. The retainer retains the release member to at least one of a cam lobe and a cam gear. The release member may be substantially L-shaped and centrifugally responsive. Alternatively, the release member may be a substantially U-shaped yoke that at least partially surrounds a cam shaft. The retainer includes a pin that is substantially transverse and non-intersecting to the cam shaft. The pin may be substantially straight and interconnect to bosses that project from the cam gear. Alternatively, the pin may be substantially C-shaped and extend into apertures in the cam gear that extend in the axial direction of the cam gear.

Abstract translation: 保持器保持用于内燃机的发动机气门的释放构件。 释放构件使得发动机气门根据发动机的各种操作条件（例如发动机转速或油位）被致动。 保持器将释放构件保持到凸轮凸角和凸轮齿轮中的至少一个。 释放构件可以是基本上L形并且离心地响应。 或者，释放构件可以是至少部分地围绕凸轮轴的大致U形的轭。 保持器包括基本上横向且与凸轮轴不相交的销。 销可以是基本上直的并且与从凸轮齿轮突出的凸起相互连接。 或者，销可以是基本上C形的并且延伸到在凸轮齿轮的轴向方向上延伸的凸轮齿轮中的孔中。

公开(公告)号：US20020108596A1

公开(公告)日：2002-08-15

申请号：US10096456

申请日：2002-03-11

Inventor： Gary J. Gracyalny ,  John H. Thiermann

IPC: F01L013/08

CPC classification number: F01L1/18 ,  F01L1/026 ,  F01L13/08 ,  F01L13/085 ,  F01L2101/00

Abstract: An internal combustion engine having a centrifugally-responsive vacuum release mechanism that relieves a vacuum within a combustion chamber during the expansion stroke of an engine at engine starting speeds. The vacuum release mechanism is disposed adjacent the cam and engages a cam follower at engine starting speeds to unseat an engine valve while an engine piston is moving toward a crankcase and away from the combustion chamber. When the engine rotation speed reaches a desired kick-out speed, the centrifugal force transitions the vacuum release mechanism from an engaged position to a disengaged position. The vacuum release mechanism engages the cam follower to separate the cam follower from the cam when the vacuum release mechanism is in the engaged position. When the vacuum release mechanism is in the disengaged position during normal operating speeds, the cam follower is permitted to contact the cam throughout the entire rotation of the cam.

Abstract translation: 具有离心响应真空释放机构的内燃机，其在发动机起动速度下在发动机的膨胀冲程期间减轻燃烧室内的真空。 真空释放机构邻近凸轮设置，并且在发动机起动速度下使凸轮从动件与发动机气门接合，同时发动机活塞朝向曲轴箱移动并远离燃烧室。 当发动机转速达到期望的踢出速度时，离心力将真空释放机构从接合位置转移到脱离位置。 当真空释放机构处于接合位置时，真空释放机构接合凸轮从动件以将凸轮从动件与凸轮分离。 当真空释放机构在正常操作速度期间处于脱离位置时，允许凸轮从动件在凸轮的整个旋转期间接触凸轮。

公开(公告)号：US20020078915A1

公开(公告)日：2002-06-27

申请号：US09957694

申请日：2001-09-20

Applicant: Harley-Davidson Motor Company Group, Inc.

Inventor： Andreas Schneider ,  Mike Seidel

IPC: F01L013/08

CPC classification number: F01L13/085

Abstract: An automatic decompression device for an internal combustion engine includes a camshaft rotatable about an axis of rotation and having an end face, and a lever coupled to the end face and movable between a first position, wherein the lever is engageable with a valve actuating device to actuate a valve during rotation of the camshaft, and a second position, wherein the lever does not substantially move the valve actuating device. The lever is preferably pivotally coupled to the end face to pivot about a pivot axis that is substantially perpendicular to the axis of rotation of the camshaft. Further preferably, the automatic decompression device further includes a spring between the end face and the lever to bias the lever toward the first position. In a highly preferred embodiment, the end face of the camshaft includes a slot and the lever is at least partially retained within the slot.

Abstract translation: 用于内燃机的自动减压装置包括可围绕旋转轴线旋转并具有端面的凸轮轴，以及联接到端面并可在第一位置之间移动的杆，其中杆可与阀致动装置接合 在凸轮轴的旋转期间致动阀，以及第二位置，其中杆不基本上移动阀致动装置。 杠杆优选地枢转地联接到端面以围绕基本上垂直于凸轮轴的旋转轴线的枢转轴线枢转。 更优选地，自动减压装置还包括在端面和杆之间的弹簧，以将杆朝向第一位置偏压。 在非常优选的实施例中，凸轮轴的端面包括狭槽，并且杆至少部分地保持在槽内。

公开(公告)号：US20040139940A1

公开(公告)日：2004-07-22

申请号：US10702719

申请日：2003-11-06

Applicant: Honda Motor Co., Ltd.

Inventor： Masanori Tsubouchi

IPC: F01L001/34 ,  F01L013/08

CPC classification number: F01L13/085 ,  F01L1/024 ,  F02M59/102

Abstract: A multicylinder internal combustion engine has a valve chamber (30) containing a valve train (V) for opening and closing intake valves (43) and exhaust valves (44), and decompression mechanisms (D1 to D3). First, second and third cylinders (C1, C2 and C3) are arranged in a row parallel to an axial direction (A1) parallel to the axis of a camshaft (31). An exhaust cam (50) for opening and closing the exhaust valve, which is opened and closed by the decompression mechanism (D2), for the second cylinder (C2) is not coincident with respect to the axial direction (A1) with an abutment end (44A) of the exhaust valve with which a rocker arm (58) driven by the exhaust cam (50) comes into contact, and is coincident with respect to the axial direction (A1) with the decompression mechanism (D2). Thus, a space for placing the decompression mechanism (D2) is secured while suppressing increase in the length of the camshaft (31) and in the longitudinal size of the valve chamber (30). Consequently, the internal combustion engine can be formed in compact construction. Interference between the pump cam (68) and the decompression mechanism can be avoided and increase in the length of the camshaft can be suppressed by disposing the centrifugal weight (91) of the decompression mechanism (D3) at a specific position on the side of the cam lobe (Np) of the pump cam (68) as viewed in the axial direction (A1).

Abstract translation: 多缸内燃机具有包含用于打开和关闭进气门（43）和排气阀（44）的气门机构（V）和减压机构（D1至D3）的阀室（30）。 首先，第二和第三气缸（C1，C2和C3）平行于与凸轮轴（31）的轴线平行的轴向方向（A1）排列。 用于打开和关闭用于第二气缸（C2）的由减压机构（D2）打开和关闭的排气门的排气凸轮（50）与轴向方向（A1）不一致，具有邻接端 （50A）驱动的摇臂（58）与所述排气门接触的排气门（44A）与所述减压机构（D2）相对于所述轴向（A1）重合。 因此，在抑制凸轮轴31的长度的增加和阀室30的纵向尺寸的同时，确保用于放置减压机构（D2）的空间。 因此，能够以紧凑的结构形成内燃机。 可以避免泵凸轮（68）和减压机构之间的干扰，并且可以通过将减压机构（D3）的离心重量（91）设置在减压机构（D3）的一侧的特定位置来抑制凸轮轴的长度的增加 从轴向（A1）观察的泵凸轮（68）的凸轮凸角（Np）。

公开(公告)号：US20040139939A1

公开(公告)日：2004-07-22

申请号：US10702390

申请日：2003-11-05

Applicant: Honda Motor Co., Ltd.

Inventor： Masanori Tsubouchi

IPC: F01L001/34 ,  F01L013/08 ,  F02M037/04

CPC classification number: F01L13/085 ,  F01L1/024 ,  F02B61/045 ,  F02B2075/027 ,  F02B2075/1812 ,  F02D13/04 ,  F02M37/06

Abstract: An internal combustion engine has a valve train (V) and decompression mechanisms (D1, D2 and D3) disposed in a valve chamber (30), and a fuel pump (74) attached to a cylinder head (4). A pump cam (68) for driving the actuating rod (78) of a fuel pump (74) through a swing arm 79, and a decompression mechanism (D3) opposite an end journal (63) relative to the pump cam (68) with respect to an axial direction (A1) parallel to the axis of the camshaft (31) are formed on the camshaft 31 in the valve chamber (30). The decompression mechanism (D3) is disposed between the pump cam (68) and an exhaust cam (52). The swing arm (79) has a contact tip (79b) in contact with the pump cam (68), and a pushing tip (79a) in contact with the actuating rod (78) at a position nearer to the exhaust cam (52) than the contact part (79b) with respect to the axial direction (A1). The pump cam (68) comes into contact with an end bearing (66) supporting the camshaft (31) to restrain the camshaft (31) from axial movement. The above structure serves to suppress increase in the length of the camshaft (31) in the axial dimension of the valve chamber (30), and the projection in the axial direction (A1) of the fuel pump (74) from the cylinder head (4, whereby the internal combustion engine (E) can be formed in compact construction.

Abstract translation: 一种内燃机具有设置在阀室（30）内的气门机构（V）和减压机构（D1，D2，D3）和安装在气缸盖（4）上的燃油泵。 用于通过摆臂79驱动燃料泵（74）的致动杆（78）的泵凸轮（68）和相对于泵凸轮（68）与端轴颈（63）相对的减压机构（D3） 相对于与凸轮轴（31）的轴线平行的轴向（A1）形成在阀室（30）中的凸轮轴31上。 减压机构（D3）设置在泵凸轮（68）和排气凸轮（52）之间。 摆臂（79）具有与泵凸轮（68）接触的接触尖端（79b）和在更靠近排气凸轮（52）的位置处与致动杆（78）接触的推动尖端（79a） （79b）相对于轴向方向（A1）。 泵凸轮（68）与支撑凸轮轴（31）的端轴承（66）接触，以限制凸轮轴（31）的轴向运动。 上述结构用于抑制凸轮轴（31）在阀室（30）的轴向尺寸上的长度的增加，以及燃料泵（74）的轴向（A1）从气缸盖（ 4，由此能够以紧凑的结构形成内燃机（E）。

公开(公告)号：US20030217722A1

公开(公告)日：2003-11-27

申请号：US10404198

申请日：2003-03-31

Inventor： Misato Kobayashi ,  Satoshi Makino

IPC: F01L013/08 ,  F01L001/34

CPC classification number: F02D29/06 ,  F01L13/085 ,  F01L2201/00 ,  F01L2800/00 ,  F02B63/04 ,  F02D13/0276 ,  F02D13/04 ,  F02D15/04 ,  F02D2013/0292

Abstract: A decompression device for an engine reduces pressure in the engine's combustion chamber thereby reducing the amount of force required to start the engine. The decompression device incorporates a decompression lever that cooperates with a cam surface to hold engine valves open longer than normal while the engine is being started. The decompression lever has a weight section and a lifter section. The lifter section is located near a pivot location on the decompression lever and is generally the same thickness as the weight section. The lifter section protrudes beyond the cam gear to hold the engine valves open longer while starting the engine. After the engine has started, the decompression lever rotates into a retracted position to allow the engine valves to open and close normally.

Abstract translation: 用于发动机的减压装置减少发动机的燃烧室中的压力，从而减少启动发动机所需的力量。 减压装置包括减压杆，其与凸轮表面配合，以在发动机起动时将发动机气门保持比正常开启更长时间。 减压杆具有配重部和升降部。 升降器部分位于减压杆上的枢转位置附近，并且通常具有与重量部分相同的厚度。 升降机部分突出超过凸轮齿轮，以在起动发动机时保持发动机气门打开更长时间。 在发动机起动之后，减压杆旋转到缩回位置，以允许发动机气门正常地打开和关闭。

公开(公告)号：US20030188707A1

公开(公告)日：2003-10-09

申请号：US10407003

申请日：2003-04-04

Applicant: Honda Giken Kogyo Kabushiki Kaisha

Inventor： Hideaki Takada ,  Nobuo Suzuki ,  Hiroyuki Yoshida

IPC: F01L013/08 ,  F01L001/34

CPC classification number: F01L13/085 ,  F01L1/024 ,  F01L2103/00 ,  F02B61/045 ,  F02B75/20 ,  F02B2075/027 ,  F02B2075/1808 ,  F02B2275/20

Abstract: An internal combustion engine is provided with a decompressing mechanism (D) including: a pin (71) supported so as to be turnable on a camshaft (15); a flyweight(81) supported for turning relative to the camshaft (15) by the pin (71) on the camshaft (15); and a decompression cam (82) capable of operating together with the flyweight (81) to apply valve opening force to the engine valve(43). The pin (71) is inserted in holes (84) formed in the flyweight (81) so as to be turnable. A spring washer (72) restrains the pin (71)and the flyweight (81) from movement relative to each other, so that generation of rattling noise due to collision between the pin (71) and the flyweight (81) can be prevented or controlled.

Abstract translation: 一种内燃机设置有减压机构（D），包括：销（71），其被支撑成可在凸轮轴（15）上转动; 支撑在凸轮轴（15）上的销（71）相对于凸轮轴（15）转动的飞轮（81）; 以及能够与所述飞重（81）一起操作以向所述发动机气门（43）施加开阀力的减压凸轮（82）。 销（71）插入形成在飞重（81）中的孔（84）中以便可转动。 弹簧垫圈（72）限制销（71）和飞重（81）相对于彼此运动，从而可以防止由于销（71）和飞重（81）之间的碰撞而产生噪音， 受控。

公开(公告)号：US20030145819A1

公开(公告)日：2003-08-07

申请号：US10357830

申请日：2003-02-04

Applicant: Honda Giken Kogyo Kabushiki Kaisha

Inventor： Hiroyuki Yoshida ,  Tomonori Ikuma ,  Mitsuharu Tanaka

IPC: F01L013/08

CPC classification number: F02B75/20 ,  F01L1/024 ,  F01L13/085 ,  F01L2001/0535 ,  F01L2101/00 ,  F02B61/045 ,  F02B2075/027 ,  F02B2075/1808

Abstract: A decompressing mechanism (D) included in an internal combustion engine has a flyweight (81) supported for swing motion by a pin (71) on the camshaft (15) of the internal combustion engine, a decompression cam (82) and an arm (83) connecting the flyweight (81) and the decompression cam (82) and having the shape of a plate. The flyweight (81) has a weight body (81c) and projections (81a, 81b) projecting from the weight body (81c) and engaged with a pin (71). The weight body (81c) is a block of a width along the axis (L2) of swing motion and a thickness (t2), along a radial direction, which are greater than the thickness (t1), along the axis (L2), of swing motion of the arm (83). The weight body (81c) overlaps the camshaft (15) as viewed from a direction perpendicular to a reference plane (P3). The decompressing means (D) is small, lightweight and is capable of concentrating most part of its mass on the flyweight (81).

Abstract translation: 包括在内燃机中的减压机构（D）具有由内燃机的凸轮轴（15）上的销（71）支撑的用于摆动运动的飞重（81），减压凸轮（82）和臂（ （81）和减压凸轮（82）连接并且具有板的形状。 飞重（81）具有从配重体（81c）突出并与销（71）接合的配重体（81c）和突起（81a，81b）。 重量体（81c）是沿着轴线（L2）沿着旋转轴线（L2）的宽度的块（沿着径向的厚度（t2））大于厚度（t1）的块体， 臂（83）的摆动运动。 从垂直于参考平面（P3）的方向观察，配重体（81c）与凸轮轴（15）重叠。 减压装置（D）小，重量轻并且能够将其大部分重量集中在飞重（81）上。

公开(公告)号：US20030019455A1

公开(公告)日：2003-01-30

申请号：US10199098

申请日：2002-07-22

Inventor： Seiji Onozawa ,  Atsushi Ogasawara ,  Kuniaki Ikui

IPC: F01L013/08

CPC classification number: F02N19/004 ,  F01L1/053 ,  F01L1/08 ,  F01L13/08 ,  F01L2001/0475 ,  F02N19/005 ,  F02N2019/007

Abstract: In an internal combustion engine provided with a decompression mechanism, a decompression cam that is rotatable with respect to a camshaft between first and second stop positions has a cam profile so that an exhaust valve is opened at the first stop position and is closed at the second stop position. The decompression cam is rotated in the reverse direction to the first stop position by rotating a crankshaft in the reverse direction by an electric motor at startup (position P1). Only the crankshaft is then rotated in the reverse direction (position p3), and the decompression cam is rotated in the normal direction by rotating the crankshaft in the normal direction by the electric motor. During either a compression strokes included within a range of a reverse rotation angle or the first compression stroke after initiation of normal rotation of the decompression cam until the decompression cam reaches the second stop position, the decompression cam opens the exhaust valve and increases the run-up angle of the crankshaft. The aforementioned method and device facilitates a piston overcoming the first compression top dead center decompression operation has stopped without unduly increasing the size and capacity of the required electric motor.

Abstract translation: 在设置有减压机构的内燃机中，在第一和第二停止位置之间相对于凸轮轴可旋转的减压凸轮具有凸轮轮廓，使得排气门在第一停止位置打开并且在第二停止位置处关闭 停止位置 减速凸轮通过启动时的电动机（位置P1）沿相反方向旋转曲轴而沿与第一停止位置相反的方向旋转。 然后只有曲轴沿相反方向（位置p3）旋转，并且减压凸轮通过电动机沿正常方向旋转曲轴在正常方向上旋转。 在减压凸轮正常旋转直到减压凸轮到达第二停止位置为止的包括在反转角度的范围内的压缩冲程或者第一压缩冲程中，减压凸轮打开排气阀， 曲轴上角。 上述方法和装置有助于克服第一压缩上死点减压操作的活塞停止，而不会不适当地增加所需电动机的尺寸和容量。

公开(公告)号：US20020108595A1

公开(公告)日：2002-08-15

申请号：US09782468

申请日：2001-02-09

Inventor： Gary J. Gracyalny

IPC: F01L013/08

CPC classification number: F02B63/02 ,  B21C23/142 ,  F01L1/024 ,  F01L13/08 ,  F01L13/085 ,  F02B75/16

Abstract: An internal combustion engine has a mechanical compression release including a cam, a cam follower, and a compression release member. The cam having a cam lobe and a base radius with a slot, and a compression release member disposed within the slot. The compression release member is substantially V-shaped and is comprised of a first portion, a second portion, and a bridging portion. The first portion has an auxiliary cam surface that extends slightly beyond the base radius and the second portion has sufficient mass to function as a flyweight. The bridging portion is substantially U-shaped and connects the first and second portions. The compression release member pivots about a pivot pin, that is disposed within the curved portion of the bridging portion. As the cam rotates, centrifugal forces cause the compression release member to pivot and to disengage from the cam follower.