Engine with double-push bar tappet rod and stand-alone interstice regulator, and air valve mechanism thereof

Abstract

A multi-cylinder internal combustion engine with a camshaft-driven valve mechanism comprises at least two inlet valves and / or exhaust valves and a valve mechanism including a camshaft arranged in the cylinder of the engine, wherein the pair of valves are operated by the cam crown of a common camshaft and a cam driven part. The valve mechanism may include mechanical or hydraulic clearance adjusters capable of being operated independently. The cam driven part contacts with the cam crown of the common camshaft and at least two push rods, each push rod includes associated single-planar rocking arm, and the rocking arm is connected with a pivot arranged on a cylinder cover for driving the at least two valves.

Description

technical field [0001] The present invention relates to a multi-cylinder internal combustion engine having intake / exhaust valves and associated valve trains operated by a camshaft positioned in the engine block. Background technique [0002] Existing internal combustion engines use a camshaft-actuated valvetrain to operate the intake and exhaust valves that control the exchange of gases in the combustion chambers formed between the engine's cylinder block and cylinder head. Engines are generally classified by the position of the camshaft relative to the valves, with overhead cam valvetrains being driven by the camshafts above the valves in the cylinder head, and pushrod valvetrains or "block-in-block cam" valvetrains having a camshaft located in the engine block The camshaft in the engine and the valves operated by pushrods and rocker arms. [0003] Existing pushrod engines with four valves per cylinder include two intake valves and two exhaust valves per cylinder. Each pa...

AI Technical Summary

Problems solved by technology

A bridged valve train is a cost effective design that can achieve acceptable performance for many applications, although the operation of the two bridged valves is not precisely synchronized because the forces applied to the bridge may not be perfectly balanced between the valves Balanced, valves may have slightly different spring forces and valve assemblies may experience slightly different wear

This can cause one valve to open later and / or when the valve closes, one valve will be seated first and the other valve will be seated later at a higher than expected speed

Additionally, bridges edge load the valve stem end, resulting in higher stress resulting in higher wear rates and potential noise, vibration and harshness (NVH) issues

While single overhead cam (SOHC) and double overhead cam (DOHC) systems have independently controlled valves to address some of these issues, SOHC and DOHC systems are significantly more expensive and have Maximum Assembly Width

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