Information
-
Patent Grant
-
6550448
-
Patent Number
6,550,448
-
Date Filed
Monday, October 16, 200024 years ago
-
Date Issued
Tuesday, April 22, 200321 years ago
-
Inventors
-
Original Assignees
-
Examiners
Agents
- Knobbe, Martens, Olson & Bear LLP
-
CPC
-
US Classifications
Field of Search
US
- 123 595
- 123 195 HC
- 123 195 P
- 123 336
- 123 337
- 123 400
- 123 583
- 123 584
-
International Classifications
-
Abstract
An engine throttle valve linkage includes an improved construction that can be placed in a space around an engine in an internal cavity of a protective cowling so as to control throttle valves under a synchronized condition. In a preferred mode, the engine includes first and second air intake conduits communicating with combustion chambers in the respective cylinder banks of the V-shaped engine and extending generally along side surfaces of the engine body. The first and second intake conduits have first and second throttle valves, respectively, both regulating an amount of air flowing through the respective intake conduits. A manipulator actuates both the first and second throttle valves. The manipulator includes a pair of manipulating members coupled with the first and second throttle valves. The manipulator is disposed generally between the first and second air intake conduits so as to be positioned on the engine body.
Description
PRIORITY INFORMATION
This invention is based on and claims priority to Japanese Patent Application No. Hei 11-293052, filed Oct. 14, 1999, the entire contents of which is hereby expressly incorporated by reference.
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to an engine throttle valve linkage, and more particularly to a throttle valve control linkage suitable for an outboard motor engine.
2. Description of Related Art
A typical outboard motor is powered by an internal combustion engine. The engine is disposed atop the outboard motor and is surrounded by a protective cowling. Normally, with increased engine performance (i.e., higher horsepower), the engine become larger. Because of this, the engine of large outboard motors are often V-shaped. The V-shaped engine usually has six or more cylinders to produce a large power output. Such engines also require a large cowling. It is, however, desirably to keep the cowling size as small as compact as possible in order to minimize drag on the watercraft.
With this design parameter in mind, a space in an internal cavity of the cowling is extremely limited, but nevertheless must accommodate many engine-related components. A throttle valve linkage is one of these components.
The engine includes an air induction system that is arranged to supply air to combustion chambers of the engine. The air induction system for the V-shape engine commonly includes a pair of air intake conduits that, for example, extend along both sides of the engine. Each intake conduit has a throttle valve that admits a desired amount of air to flow therethrough in response to various running conditions of the engine.
Generally, valve opening degrees of the respective throttle valves should be the same as each other. The throttle valves on the respective banks of the V-configuration are thus desirably controlled under a synchronized condition. A linkage system is provided for this synchronized control. It is, however, difficult to arrange the linkage system neatly and compactly in the narrow space between the engine side and a sidewall of the cowling.
If the engine requires a number of parts or members for arranging the valve linkage in the narrow space, another problem arises. The costs associated with manufacturing these parts and assembling them on the engine increases the overall production cost of the outboard motor.
In addition, because of separated in two intake conduits, the throttle valves on both banks may not synchronize accurately with each other. This situation can occur if the valve linkage is used for a long period or tolerances in manufacturing or assembling processes.
SUMMARY OF THE INVENTION
An improved throttle valve linkage system is provided within the space around the engine in the internal cavity of the protective cowling so as to control the throttle valves under a synchronized condition. In a preferred mode, the throttle valve linkage can adjust for discrepancies in the movement of the throttle valve on both banks so as to synchronize them accurately. In addition, the throttle valve linkage preferably is configured so as to be more easily arranged and assembled on the engine to reduce the manufacturing costs associated with the outboard motor. These aspects of the present invention may be practiced together or apart from each other.
In accordance with one aspect of the present invention, the throttle valve linkage system is used to control the throttle valves on both cylinder banks of the V-shaped internal combustion engine. The engine includes a cylinder block that defines at least two cylinder bores. The cylinder bores are arranged relative to each other in a V-shaped configuration. Pistons reciprocate within the respective cylinder bores. A cylinder head member closes one end of each of the cylinder bores and defines a combustion chamber with the respective cylinder bore and piston. A crankshaft is coupled to the pistons and a crankcase member closes the other ends of the cylinder bores. The cylinder block, the cylinder head member and the crankcase member together defines an engine body. A first air intake conduit communicates with one of the combustion chambers on one cylinder bank and extends generally along a side surface of the engine body. A second air intake conduit communicates with another one of the combustion chambers on the other cylinder bank and extends generally along another side surface of the engine body. The first air intake conduit has a first throttle valve that regulates an amount of air flow through the first air intake conduit. The second air intake conduit has a second throttle valve that regulates an amount of air flow through the second air intake conduit. A manipulator is provided for actuating both the first and second throttle valves. The manipulator includes a pair of manipulating members coupled with the first and second throttle valves. The manipulator is disposed generally between the first and second air intake conduits so as to be positioned on the engine body.
In accordance with another aspect of the present invention, an internal combustion engine comprises a cylinder block. The cylinder block defines at least two cylinder bores spaced apart from each other in a V-shaped configuration. Pistons reciprocate within the respective cylinder bores. Cylinder head members close the ends of the cylinder bores on one side and define combustion chambers with the cylinder bores and the pistons. A crankshaft is coupled with the pistons and a crankcase member closes the other ends of the cylinder bores. The cylinder block, the cylinder head member and the crankcase member together defines an engine body. A first air intake conduit communicates with one of the combustion chambers and extends generally along a side surface of the engine body. A second air intake conduit communicates with another one of the combustion chambers and extends generally along another side surface of the engine body. The first air intake conduit has a first throttle valve arranged for pivotal movement about a first valve axis. The second air intake conduit has a second throttle valve arranged for pivotal movement about a second valve axis. A manipulator is affixed to the engine body for pivotal movement about a third axis. The manipulator includes a pair of coupling rods connected to the first and second throttle valves. The first and second throttle valves pivot about the first and second axes, respectively, by the coupling rods when the manipulator pivots about the third axis.
In accordance with an additional aspect of the present invention, an internal combustion engine comprises a cylinder block. The cylinder block defines at least one cylinder bore. A piston reciprocates within the cylinder bore. A cylinder head member closes one end of the cylinder bore and defines a combustion chamber with the cylinder bore and the piston. The cylinder block further defines a lubricant passage through which lubricant passes. The lubricant passage has an open end. A closure member closes the open end. An air intake conduit communicates with the combustion chamber. The air intake conduit includes a throttle valve that regulates air flow to the combustion chamber. A valve actuator is arranged to actuate the throttle valve. The valve actuator is affixed to the closure member.
In accordance with a still further aspect of the present invention, an internal combustion engine comprises a cylinder block. The cylinder block defines at least two cylinder bores arranged in a V-shape configuration. Pistons reciprocate within the respective cylinder bores. Cylinder head members close the ends of the cylinder bores on one side of the engine and define combustion chambers with the cylinder bores and the pistons. A first air intake conduit communicates with one of the combustion chambers and a second air intake conduit communicates with another one of the combustion chambers. The first air intake conduit has a first throttle valve arranged to regulate the air flow through the first air intake conduit. The second air intake conduit has a second throttle valve arranged to regulate the air flow through the second air intake conduit. A manipulator simultaneously actuates both the first and second throttle valves. The manipulator includes a pair of connecting members coupled with the first and second throttle valves. An adjustment mechanism is arranged to adjust positions of both the first and second throttle valves so that the respective air flow through the first and second air intake conduits are generally same as each other. The adjustment mechanism is disposed between at least one of the connecting members and one of the first and second throttle valves.
Further aspects, features and advantages of this invention will become apparent from the detailed description of the preferred embodiment which follows.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features of this invention will now be described with reference to the drawings of a preferred embodiment which is intended to illustrate and not to limit the invention. The drawings contain the following figures.
FIG. 1
is a schematic side elevational view of an outboard motor employing an engine configured in accordance with a preferred embodiment of the present invention. An associated watercraft is partially shown in section, and a portion of the cowling is removed to expose the engine. Several portions of the engine are also sectioned.
FIG. 2
is a top plan view of a power head of the outboard motor. A top cowling member of the power head is detached to show the engine. A throttle valve linkage is omitted.
FIG. 3
is a top plan view of the power head shown in a manner similar to that illustrated in
FIG. 2
except that the engine and its air induction system are illustrated in section.
FIG. 4
is a top plan view of the power head shown in a manner similar to that illustrated in
FIG. 3
except that an oil filter and some electrical components of the engine (e.g., an Electronic Control Unit) are omitted in order to reveal a breather tube.
FIG. 5
is a front view of the engine with a crankcase member removed. Some portions of the engine, including an oil pump unit, are shown in section.
FIG. 6
is a sectional side view of a portion of the engine generally taken along a vertical plane including a line extending through cylinder bores on one bank, a crankcase member and a crankcase cover. The oil pump unit and a baffle plate are omitted.
FIG. 7
is an exploded view of the engine including the crankcase member, the crankcase cover, the crankshaft and a major portion of the air induction system. Electrical components are omitted.
FIG. 8
is a sectional view of a one-touch fastener including a rod member and a grommet.
FIG. 9
is a schematic side view of the engine, specifically, the starboard side.
FIG. 10
is a rear view of the crankcase cover.
FIG. 11
is an exploded view of the engine including the cylinder block, the crankcase member, the crankcase cover, a baffle plate and the oil pump unit.
FIG. 12
is a schematic front view showing arrangements of the crankcase cover, the intake passages and the electrical components.
FIG. 13
is a perspective side view showing a portion of the cylinder block where an oil dipstick is positioned.
FIG. 14
is a sectional side view of a portion of the engine generally taken along a vertical plane including a center line extending through a main lubricant gallery, the cylinder block, the crankcase member and the crankcase cover.
FIG. 15
is a top plan view of the engine including the throttle valve linkage. The engine portions except the valve linkage and a camshaft drive are shown in phantom.
FIG. 16
is an exploded view of the throttle valve linkage. The figure shows a top portion of each throttle valve shaft and a lower portion thereof is omitted.
A
FIG. 17
is a top plan view of an adjustment mechanism of the valve linkage.
FIG. 18
is a sectional view of the adjustment mechanism.
FIG. 19
is a plan view of a lever member used for the adjustment mechanism.
FIG. 20
is a plan view of an adjustment lever used for the adjustment mechanism.
FIG. 21
is a diagrammatic view showing a wiring outline of electrical components.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION
With primary reference to
FIG. 1
, an outboard motor
30
employs an internal combustion engine
32
configured in accordance with a preferred embodiment of the present invention. Although the present invention is shown in the context of an engine for an outboard motor, various aspects and features of the present invention also can be applied to engines for other types of marine outboard drive units (e.g., a stem drive unit or an inboard motor of a personal watercraft) and also to other engines (e.g., land vehicle engines and stationary engines).
In the illustrated embodiment, the outboard motor
30
comprises a drive unit
36
and a bracket assembly
38
. The bracket assembly
38
supports the drive unit
36
on a transom
40
of an associated watercraft
42
so as to place a marine propulsion device in a submerged position with the watercraft
42
floating on the surface of a body of water. The bracket assembly
38
comprises a swivel bracket
46
, a clamping bracket
48
, a steering shaft and a pivot pin
50
.
The steering shaft extends through the swivel bracket
46
and is affixed to the drive unit
36
by an upper mount assembly and a lower mount assembly. The steering shaft is pivotally journaled for steering movement about a generally vertically extending steering axis within the swivel bracket
46
. A steering handle extends upwardly and forwardly from the steering shaft to steer the drive unit
36
. The clamping bracket
48
includes a pair of bracket arms spaced apart from each other and affixed to the transom
40
of the associated watercraft
42
. The pivot pin
50
completes a hinge coupling between the swivel bracket
46
and the clamping bracket
48
. The pivot pin
50
extends through the bracket arms so that the clamping bracket
48
supports the swivel bracket
46
for pivotal movement about a generally horizontally extending tilt axis of the pivot pin
50
. Although not shown, a hydraulic tilt and trim adjustment system is provided between the swivel bracket
46
and the clamping bracket
48
to tilt up and down and also for the trim adjustment of the drive unit
36
.
As used through this description, the terms “fore,” “front,” “forward” and “forwardly” mean at or to the side where the clamping bracket
48
is located, and the terms “aft,” “rear,” “reverse” and “rearwardly” mean at or to the opposite side of the front side, unless indicated otherwise or otherwise readily apparent from the context of use.
The drive unit
36
includes a power head
54
, a driveshaft housing
56
and a lower unit
58
. The power head
54
is disposed atop the drive unit
36
and includes the engine
32
and a protective cowling assembly
60
. The protective cowling assembly
60
includes a top cowling member
62
and a bottom cowling member
64
.
The protective cowling assembly
60
generally completely surrounds the engine
32
so as to enclose it in a closed cavity
66
. The top cowling member
62
is detachably affixed to the bottom cowling member
64
with a conventional coupling mechanism (e.g., hook type)
65
so that the operator can access the engine
32
for maintenance or for other purposes.
As is well known, the top cowling member
62
has an air intake port disposed on its rear, top portion. A pair of air intake ducts is provided at a position adjacent to the intake port so that ambient air enters the closed cavity
66
through the port and the intake ducts. The top cowling member
62
is narrowed upwardly.
The bottom cowling member
64
has an opening at its bottom portion through which an upper portion of an exhaust guide member
68
extends. The exhaust guide member
68
is affixed atop the driveshaft housing
56
. The bottom cowling member
64
and the exhaust guide member
68
thus generally form a tray. The engine
32
is placed onto this tray and is affixed to the exhaust guide member
68
so as to be supported thereby. A gasket
70
(
FIG. 11
) is interposed between the engine
32
and the exhaust guide member
68
. The exhaust guide member
68
also has an exhaust passage
72
through which burnt charges (e.g., exhaust gases) from the engine
32
are discharged as described below.
The engine
32
in the illustrated embodiment operates on a four-stroke cycle combustion principle and powers a propulsion device. The engine
32
has a cylinder block
74
. The cylinder block
74
defines six cylinder bores
76
. The cylinder block
74
is generally configured as a V-shape to form two banks so that adjacent cylinder bores
76
are spaced apart horizontally from each other in a plan view as seen in
FIGS. 3 and 4
, although they are slightly off-set vertically, as known in the art. While in the illustrated embodiment the cylinder block
74
is form of a single member, it is understood that the cylinder block can formed as an assembly of components.
In the illustrated embodiment, each bank of the cylinder block
74
includes three cylinder bores
76
that extend generally horizontally and are spaced apart vertically from each other. That is, the engine
32
is a horizontal cylinder, V6 type. This type of engine, however, merely exemplifies one type of engine on which various aspects and features of the present invention can be used. Engines having other number of cylinders, having other cylinder arrangements, and operating on other combustion principles (e.g., crankcase compression two-stroke or rotary) are all practicable.
As seen in
FIGS. 2 and 3
, a piston
78
reciprocates in each cylinder bore
76
. A pair of cylinder head members
80
is affixed to one ends of the cylinder block
74
for closing the cylinder bores
76
of the respective banks. The cylinder head members
80
define six combustion chambers
82
with the pistons
78
and the cylinder bores
76
. Each bank has three combustion chambers
82
in the illustrated embodiment.
A crankcase assembly
84
closes the other ends of the cylinder bores
76
and defines a crankcase chamber
86
with the cylinder block
74
. In the illustrated embodiment, the crankcase assembly
84
comprises two pieces, i.e., a crankcase member or inner member section
84
a
and a crankcase cover or outer member section
84
b
. The crankcase cover
84
b
is affixed to the crankcase member
84
a
via a gasket
87
(FIG.
11
). The crankcase assembly
84
, however, can be defined by a single piece.
A crankshaft
88
extends generally vertically through the crankcase chamber
86
. The crankshaft
88
is rotatably coupled with the respective pistons
78
by connecting rods
90
and thus rotates with the reciprocal movement of the pistons
78
. The crankshaft
88
has counter weights
92
disposed opposite of the throws to which the pistons
78
are coupled so as to effectively balance the rotation of the crankshaft. The crankshaft
88
is journaled by bearing blocks, which are defined by end portions of the cylinder block
74
and the crankcase member
84
a
. As best seen in
FIG. 5
, the bearing blocks comprise a top bearing portion
94
a
, intermediate bearing portions
94
b
,
94
c
and a bottom bearing portion
94
d
. Additional details of the crankcase assembly
84
and the crankcase chamber
86
will be described below.
The crankcase assembly
84
is located at the most forward position, then the cylinder block
74
and the cylinder head member
80
are disposed rearward from the crankcase assembly
84
one after another. The cylinder block
74
, the cylinder head member
80
and the crankcase assembly
84
together define an engine body
96
. At least, these major engine components
74
,
80
,
84
preferably are made of aluminum alloy.
The engine
32
includes an air induction system
98
. The air induction system
98
supplies air from the closed cavity
66
of the cowling assembly
60
to the combustion chambers
82
. As seen in
FIGS. 2
to
4
, the air induction system
98
includes intake ports
100
, a pair of intake passages
102
and a pair of plenum chambers
104
.
Twelve intake ports
100
are provided, six of which are disposed on the cylinder bank on the starboard side and another six of which are disposed on the other cylinder bank on the port side. That is, each cylinder bore
76
has two intake ports
100
. The intake ports
100
are defined in the respective cylinder head members
80
on the outer sides of the respective cylinder banks. The intake ports
100
are opened and closed by intake valves
106
.
Three intake passages
102
extend from the respective intake port pairs
100
of one of the bank generally along a side surface of the cylinder block
74
and the crankcase assembly
84
on the starboard side, while another three intake passages
102
extend from the intake port pairs
100
of the other bank along the other side surface of the cylinder block
74
and the crankcase assembly
84
on the port side. When each intake port pairs
100
is opened, the corresponding intake passage
102
communicates with the associated combustion chamber
82
.
The air intake passages
102
are actually defined by intake manifolds
110
, throttle bodies
112
and intake runners
114
, while plenum chamber members
116
define the plenum chambers
104
. In the illustrated embodiment, the intake manifolds
110
, the throttle bodies
112
, the intake runners
114
and the plenum chamber members
116
together define air intake conduits. Each intake manifold
110
is affixed to the cylinder head member
80
. As best seen in
FIG. 7
, in the illustrated embodiment, the intake runners
114
on each bank are unified with one of the plenum chamber members
116
that is positioned to form a pair of intake units
118
. The throttle bodies
112
are interposed between the intake manifolds
110
and the intake runners
114
. The respective plenum chambers
104
are thus coupled to the associated intake ports
100
through the intake passages
102
defined by the intake runners
114
, the throttle bodies
112
and the intake manifolds
110
.
The intake manifolds
110
and the throttle bodies
112
preferably are made of aluminum alloy. The intake units
118
each including the intake runners
114
and the plenum chamber member
116
preferably are made of plastic material or aluminum alloy. The intake units
118
are produced by, for example, a conventional cast method. Of course, these engine components can be made of other materials and by other conventional manufacturing processes.
The respective throttle bodies
112
support throttle valves
122
. In the illustrated embodiment, the throttle valves
122
are butterfly valves and disposed in the throttle bodies
112
for pivotal movement about axes of valve shafts
124
which extend generally vertically. The valve shafts
124
are linked together to form a single valve shaft that passes through the entire throttle bodies
112
. The throttle valves
122
are operable by the operator through a throttle valve linkage
126
and a throttle cable
128
(FIG.
9
). The throttle valves
122
are provided to regulate an amount of air flowing through the respective air intake passages
102
. In other words, the amounts of air flow through the intake passages
102
are variable by changing the positions or opening degrees of the throttle valves
122
. The throttle valve linkage
126
will be described in great detail later with primary reference to
FIGS. 9
,
15
and
16
.
The engine
32
includes an exhaust system
136
that discharges the burnt charge (e.g., exhaust gases) outside of the outboard motor
30
. Twelve exhaust ports
138
are provided, six of which are disposed at the cylinder bank on the starboard side, and another six of which are disposed at the other cylinder bank on the port side. That is, each cylinder bore
76
has two exhaust ports
138
. The exhaust ports
138
are defined in the respective cylinder head members
80
on the opposite sides of the respective banks relative to the intake ports
100
, i.e., inner sides of the banks. The exhaust ports
138
are opened and closed by exhaust valves
140
. The respective banks have exhaust passages
141
extending generally vertically and parallel to each other in a space defined between both banks. The exhaust passages
141
are defined by and between the cylinder block
74
and exhaust members
142
. When the exhaust ports
138
are opened, the combustion chambers
82
communicate with the exhaust passages
141
. The exhaust passages
141
in turn communicate with the exhaust passage
72
of the exhaust guide member
68
.
Each cylinder bank has an intake camshaft
146
and an exhaust camshaft
148
, and both shafts extend extending generally vertically and parallel to each other. Because of the foregoing positions of the intake and exhaust ports
100
,
138
, both the exhaust camshafts
148
are positioned next to each other, and the respective intake camshafts
146
are spaced apart from each other so as to interpose both the exhaust camshafts
148
between the intake camshafts
146
. The respective camshafts
146
,
148
extend within camshaft chambers
150
that are defined by the cylinder head members
80
and camshaft covers
152
. The camshafts
146
,
148
are journaled by the cylinder head members
80
and rotatably affixed thereto by camshaft caps
154
. The intake camshafts
146
actuate the intake valves
106
, while the exhaust cam shafts
148
actuate the exhaust valves
140
. The respective camshafts
146
,
148
have cam lobes
156
to push the intake and exhaust valves
106
,
140
at certain timings to open and close the intake and exhaust ports
100
,
138
, respectively. A single camshaft can replace the intake and exhaust camshafts
146
,
148
at each cylinder bank in a manner that is well known.
As seen in
FIGS. 2 and 15
, the crankshaft
88
drives the exhaust camshafts
148
. The exhaust camshafts
148
have driven sprockets
160
fitted thereto, while the crankshaft
88
also has a drive sprocket
162
fitted thereto. A guide or idle roller
163
is also provided. A timing belt or chain
164
is wound around the drive and driven sprockets
162
,
160
and the guide roller
163
. When the crankshaft
88
rotates, the exhaust camshafts
148
also rotate.
As seen in
FIG. 3
, the exhaust camshafts
148
drive the intake camshafts
146
. The exhaust camshafts
148
have drive sprockets
165
, while the intake camshafts
146
have driven sprockets
166
. Timing belts or chains
168
are wound around the respective drive and driven sprockets
165
,
166
. Chain guide members
170
are provided for guiding the belts
168
. With rotation of the exhaust camshafts
148
, the intake camshafts
146
rotate also.
The driven sprockets
160
of the exhaust camshafts
148
have diameters twice as large as the diameter of the drive sprocket
162
of the crankshaft
88
such that the exhaust camshafts
148
rotate at half the speed of the crankshaft
88
. The drive sprockets
165
of the exhaust camshafts
148
and the driven sprockets
166
have the same diameter so that the camshafts
146
,
148
rotate at the same speed.
In the illustrated embodiment, the engine
32
has a port or manifold fuel injection system, although other conventional fuel supply and charge forming systems, such as, for example, a direct injection fuel system or carburetors, can be applied. The fuel injection system of the illustrated embodiment includes six fuel injectors.
174
, each injector associated with a respective one of the combustion chambers
82
. The fuel injectors
174
have injection nozzles directed toward the respective intake passages
102
adjacent to the intake ports
100
. The fuel injectors
174
spray fuel into the intake passages
102
under a control of an ECU (Electronic Control Unit)
176
(FIG.
12
). More specifically, the ECU
176
controls the fuel amount delivered by and the timing of each injection. Fuel rails, which are affixed to the throttle bodies
112
, support the fuel injectors
174
.
The fuel injection system further includes a fuel supply tank that is placed in the hull of the associated watercraft
42
to contain fuel that will be sprayed by the fuel injectors
174
. Fuel is drawn from the fuel tank through a fuel supply passage by a low-pressure fuel pump and supplied to a fuel reservoir or fuel vapor separator
178
.
As seen in
FIGS. 2 and 3
, the vapor separator
178
is generally disposed in a space defined between the port side surface of the crankcase assembly
84
and the intake runners
114
. At the end of the supply passage to the vapor separator
178
, a float valve is provided that is operated by a float so as to maintain a generally uniform level of the fuel in the vapor separator
178
. A high-pressure fuel pump is placed in the vapor separator
178
and pressurizes the fuel that is delivered to the fuel injectors
174
through a fuel delivery passage that includes the fuel rail. The high-pressure fuel pump preferably is an electric pump that is driven by an electric motor and develops a pressure greater than the pressure developed by the low-pressure fuel pump
174
.
A fuel return passage connects a portion of the fuel delivery passage to the vapor separator
178
to return excess fuel thereto. A pressure regulator is positioned in the return passage and limits the pressure that is delivered to the fuel injectors
174
to a preset and fixed magnitude by dumping the fuel back to the vapor separator
178
when the pressure in the fuel rail is greater than the preset magnitude. Because the pressure regulator keeps the pressure at this constant magnitude, the ECU
176
controls the duration of each injection so as to control the amount of the fuel injected.
The engine
32
further includes an ignition or firing system. In the illustrated embodiment, three spark plugs
180
are mounted on each cylinder head member
80
so as to each expose their electrodes to the associated combustion chambers
82
. The spark plugs
180
fire air/fuel charges in the combustion chambers
82
at each proper timing. The ECU
176
also controls the firing timing. The air/fuel charge is formed with the air supplied by the air induction system
98
and the fuel sprayed by the fuel injectors
174
of the fuel injection system.
A flywheel assembly
184
is affixed atop the crankshaft
88
. The flywheel assembly
184
includes a generator to supply electric power to the firing system, to the ECU
176
and to other electrical components via a battery
186
and/or directly.
As seen in
FIG. 1
, the battery
186
is disposed in the hull of the watercraft
42
. As seen in
FIGS. 3
,
9
,
12
and
21
, the electrical components include a starter motor
188
, a rectifier regulator
190
, a relay box
192
containing various relay elements
192
a
and a fuse box
194
containing fuses
194
a
. The starter motor
188
drives the crankshaft
88
for starting the engine
32
. The rectifier regulator
190
converts AC current to DC current and keeps a constant voltage.
As seen in
FIG. 3
, these electrical components
188
,
190
,
192
,
194
are disposed in a space defined between the crankcase assembly
84
and the plenum chamber members
116
and are affixed to the crankcase cover
84
b
. In the illustrated embodiment, the ECU
176
, the starter motor
188
and the rectifier regulator
190
are positioned at an upper portion of the crankcase cover
84
b
. The ECU
176
and the rectifier regulator
190
are placed in parallel to the starter motor
188
, and the regulator
190
is disposed below of the ECU
176
. The relay box
192
is positioned at a middle portion and the fuse box
194
is positioned under the relay box
192
. This arrangement is advantageous because not only can the space between the crankcase assembly
84
and the plenum chamber members
116
be effectively used, but also because the electrical components
188
,
190
,
192
,
194
can be well protected by the plenum chamber members
116
particularly when the top cowling member
62
is detached.
The arrangement described above, however, merely exemplifies one suitable construction and any other arrangements are practicable. Also, other engine-related components can be placed in this space.
In the illustrated embodiment, as seen in
FIGS. 1
,
12
and
21
, the battery
186
is grounded to the engine body at the crankcase cover
84
b
. That is, a ground line
196
of the battery
186
is connected to a portion
198
of the crankcase cover
84
b
. Because of this, the electrical components
176
,
188
,
190
,
192
,
194
can be easily grounded by connecting their ground lines
199
to the crankcase cover
84
b
. Electrical lines including the ground line
196
are generally disposed in the space defined between the engine body
96
and an inner surface of the upper cowling
62
.
The engine
32
also includes a lubrication system. A lubricant reservoir or oil pan
200
depends from the exhaust guide member
68
into the driveshaft housing
56
and contains lubricant oil. The lubricant reservoir
200
in this embodiment is generally configured as a doughnut shape in section. A suction pipe
202
is provided in the lubricant reservoir
200
to connect the reservoir
200
to an oil pump unit
204
. The suction pipe
202
has a port at almost the bottom position of the lubricant reservoir
200
. An oil strainer
206
is provided at the port for removing foreign substances from the lubricant oil.
The crankshaft
88
drives the oil pump unit
204
of the lubrication system. The lubricant in the lubricant reservoir
200
is drawn by this oil pump unit
204
and is delivered to engine portions that need lubrication. The oil pump unit
204
is disposed at the bottom of the engine
32
. As best seen in
FIG. 5
, the oil pump unit
204
has an inlet port
210
and an outlet port
212
. The inlet port
210
communicates with the suction pipe
202
through a suction passage
214
, while the outlet port
212
communicates with the engine portions through a delivery passage
216
. The suction passage
214
is defined in the exhaust guide member
68
and the cylinder block
74
, while the delivery passage
216
is defined in the cylinder block
74
. A construction of the oil pump unit
204
will be described in detail shortly.
The engine portions that need lubrication include, for example, crankshaft bearing portions
218
where the bearing blocks
94
a
,
94
b
,
94
c
,
94
d
support the crankshaft
88
. As best seen in
FIGS. 6 and 11
, an oil filter
220
is detachably affixed to a mounting boss
222
formed at a bottom portion of the crankcase cover
84
b
to remove further foreign substances from the lubricant. The oil filter
220
generally has a cylindrical shape. The mounting boss has a guide portion
223
that can temporarily support and guide the body of the oil filter
220
when the filter
220
is attached to the mounting boss
222
. As best seen in
FIG. 6
, the oil filter
220
is obliquely mounted onto the mounting boss
222
. Because of this, even though the oil filter
220
is positioned at the bottom portion of the crankcase cover
84
b
, it can be easily placed onto or removed from the mounting boss
222
.
The delivery passage
216
communicates with the oil filter
220
. The oil filter
220
, in turn, communicates with a supply passage
224
(
FIG. 5
) and then with a main gallery
226
(
FIGS. 3
,
4
,
11
and
14
), both defined in the cylinder block
74
. A closure member
230
closes the top portion of the main gallery
226
. The lubricant is then supplied to the respective bearing portions through branch passages defined within the bearing blocks
94
a
,
94
b
,
94
c
,
94
d
. After the lubrication has been delivered to the bearing blocks, the lubricant drops to the bottom of the crankcase chamber
86
due to its own weight (i.e., under gravity).
The engine portions that need lubrication further include portions where the connecting rods
90
are coupled with the crankshaft
88
and where they are coupled with the pistons
78
. The pistons
78
furiously reciprocate within the cylinder bores
76
and thus the pistons
78
also need the lubrication. Some of the lubricant is delivered to those portions through drilled passages
234
in the crankshaft
88
and in the connecting rods
90
. Inlet ports
236
are opened at certain portions of the crankshaft
88
. The lubricant, after lubricating these portions, also falls to the bottom of the crankcase chamber
86
.
The pistons
78
need lubrication so as not to seize on surfaces of the cylinder bores
76
. One or more through-holes are made at each skirt portion of the piston
78
and hence the lubricant oil can move out to the outer surface of the piston
78
which slides along the surface of the cylinder bore
76
. Piston rings are provided on and around the pistons
78
primarily to isolate the combustion chambers
82
from the crankcase chamber
86
. At least one piston ring, which is normally placed at the lowermost position, can remove the lubricant from the surface of the cylinder bore
76
to the crankcase chamber
86
.
The engine portions that need lubrication further include the camshaft bearing portions. Lubricant delivery arrangements for the camshaft bearing portions are similar to the arrangement describe above.
The lubricant that has dropped to the crankcase chamber
86
returns to the lubricant reservoir
200
through a return passage. The lubricant oil that has returned to the lubricant reservoir
200
is recycled so as to lubricate the same engine portions repeatedly.
As best seen in
FIG. 11
, the lubrication system has a lubricant replenishment pipe
240
affixed to a side surface of the crankcase cover
84
b
. A cap
242
closes an inlet port atop the pipe
240
.
The lubrication system further has a level gauge unit
244
including a guide pipe
246
, which are a rigid pipe, and an oil dipstick
248
. As best seen in
FIG. 13
, the guide pipe
246
passes through an opening formed at a bottom portion of the cylinder block
74
and its top portion is detachably affixed to the portion of the cylinder block
74
by a bolt
249
. The lowermost portion of the guide pipe
246
reaches a proximity to the bottom of the lubricant reservoir
200
. The dipstick
248
is normally inserted into the guide pipe
246
. The operator or user of the outboard motor
30
can take the dipstick
248
out of the guide pipe
246
to check an amount of the lubricant and/or a condition of the lubricant (i.e., whether it is dirty or clean). If the operator replaces the dipstick
248
with an oil remover pump
250
, the lubricant in the reservoir
200
can be removed therefrom.
The engine
32
further has a water-cooling system that provides cooling water to engine portions, for example, the cylinder block
74
and the cylinder head member
80
because they get quite hot during engine operations. For instance, water jackets
256
(
FIG. 4
) are formed within the cylinder block
74
and the cylinder head member
80
. The water is also supplied to the exhaust system
136
. Cover members
258
, as best seen in
FIG. 3
, are affixed to the exhaust members
142
also to define the water jackets
256
therebetween. The cooling water is introduced from the body of water surrounding the outboard motor
30
in a manner that is well known.
Additionally, the engine
32
in the illustrated embodiment has a number of engine related devices or components that are mounted onto the engine
32
or provided adjacently to the engine
32
other than the foregoing electrical components, i.e., the ECU
176
, starter motor
188
, rectifier regulator
190
, relay box
192
, fuse box
194
. In the illustrated embodiment, for example, an oil pressure sensor
260
(
FIGS. 12 and 21
) is further provided on the crankcase cover
84
b
for sensing an oil pressure of the lubrication system. More specifically, if the oil pressure at, for example, the delivery passage
216
drops down below a preset value, the pressure sensor
260
outputs a signal so that the ECU
176
recognizes this abnormal situation. A crankshaft angle position sensor
262
(
FIG. 5
) is also provided atop the cylinder block
74
in the close proximity to a washer
264
affixed to the crankshaft
88
. The washer
264
has notches around its outer periphery. The position sensor
262
is a proximity switch that generates signals when the notches approach thereto. The sensed signals by the oil pressure sensor
260
and the position sensor
262
are sent to the ECU
176
and are used, for example, for various engine controls.
With reference back to
FIG. 1
, the driveshaft housing
56
depends from the power head
54
and supports a driveshaft
270
, which is driven by the crankshaft
88
. The crankshaft
88
has a splined recess
271
(
FIG. 5
) at its bottom portion, while the driveshaft
270
has a splined top. The splined top of the driveshaft
270
is fitted into the splined recess
271
of the crankshaft
88
so that the driveshaft
270
is coupled with the crankshaft
88
. The driveshaft
270
extends generally vertically through the exhaust guide member
68
and then extends through the driveshaft housing
56
in front of the lubricant reservoir
200
.
The driveshaft housing
56
also defines internal passages that form portions of the exhaust system
136
. In the illustrated embodiment, an exhaust pipe
272
depends from the exhaust guide member
68
and extends downwardly through a center hollow of the lubricant reservoir
200
. An upper portion of the exhaust pipe
272
communicates with the exhaust passage
72
defined in the exhaust guide member
68
. An exhaust expansion chamber depends from a bottom of the lubricant reservoir
200
. A lower portion of the exhaust pipe
272
communicates with the expansion chamber. The expansion chamber has a relatively large capacity so that the exhaust gases expand there to lose energy and silence exhaust noise. An idle exhaust passage branches off from one of the internal passages and opens to the atmosphere above the body of water.
With reference to
FIGS. 1
,
5
and
6
, the construction of the oil pump unit
204
will now be described below. The oil pump unit
204
is defined at the bottom portion of the cylinder block
74
and the crankcase member
84
a
where the driveshaft
270
is coupled with the crankshaft
88
. In the illustrated embodiment, the oil pump unit
204
defines a rotary or trochoid pump. This type of pump, however, is merely exemplary of a type that can be used with the lubrication system. Other types of pumps such as, for example, a gear pump, are applicable.
An upper housing member
273
is affixed to the bottom of the cylinder block
74
and the crankcase member
84
a
by bolts
274
. The upper housing member
272
has a cylindrical portion
275
fitted into a recessed portion defined by the cylinder block
74
and the crankcase member
84
a
. The cylindrical portion
275
defines an opening through which the crankshaft
88
extends. An upper oil seal member
276
is provided between an outer surface of the crankshaft
88
and an inner surface of the upper housing member
272
for preventing the lubricant in the oil pump unit
204
from leaking out. The foregoing inlet port
210
and the outlet port
212
are formed at the upper housing member
272
. The upper housing member
272
preferably is made of metal or plastic.
As seen in
FIG. 6
, the crankshaft
88
is cut away to define two flat surfaces
278
extend in parallel to each other. The other surfaces
280
of the crankshaft between the flats
278
hold arcuate configurations. An inner rotor
282
, which has a recess that is conversely configured relative to the outer configuration of the crankshaft
88
, is fitted onto the crankshaft
88
via a drive collar or bush member
284
. An outer rotor
286
then meshes with the inner rotor
282
. The inner and outer rotors
282
,
286
together form a pumping assembly.
It should be noted that the drive collar
284
is dispensable. In this variation, the inner rotor
282
is directly coupled with the crankshaft
88
.
A lower housing member
288
is affixed to the lower surface of the upper housing member
272
so as to define a pump cavity with the upper housing member
272
in which the inner and outer rotors
282
,
286
are disposed. In the illustrated embodiment, the lower housing member
288
is defined by a single piece. The lower housing member
288
has an opening through which both the crankshaft
88
and the driveshaft
270
extend. The bolts
274
are used in this embodiment to fix the lower housing member
288
to the upper housing member. An inlet passage
290
and an outlet passage
292
are defined between the upper housing member
272
and the lower housing member
288
. The inlet passage
290
communicates with the inlet port
210
, while the outlet passage
292
communicates with the outlet port
212
. The lower housing member
288
preferably is made of metal or plastic.
A lower oil seal member
294
is provided between another outer surface of the crankshaft
88
and an inner surface of the lower housing member
288
. A water seal member
296
is further provided between a surface of the driveshaft
270
and another inner surface of the lower housing member
288
. The lower oil seal member
294
inhibits the lubricant oil in the oil pump unit
204
from leaking out from the oil pump unit
214
, while the water seal member
296
inhibits water or water mist around the coupling portion from contacting the coupling portion.
In the illustrated embodiment, the crankshaft
88
actually defines three sections having different diameters. An upper section is larger than a middle section, and the middle section is larger than a lower section. The upper oil seal member
276
is positioned at the upper section. The inner and outer rotors
282
,
286
are positioned at the middle section. The lower oil seal member
296
is positioned at the lower section.
With rotation of the crankshaft
88
, the crankshaft
88
drives the inner rotor
282
via the drive collar
284
. Because the outer rotor
286
meshes with the inner rotor
282
, the outer rotor
286
also rotates with the inner rotor
282
. A space, which is defined between the inner and outer rotors
282
,
286
, communicates with the inlet passage
290
and the outlet passage
292
, and changes its volume with the rotation of the inner and outer rotors
282
,
286
. The oil in the space is thus drawn into the space from the inlet passage
290
and then pushed out to the outlet passage
292
.
Because the lower oil seal member
294
inhibits the oil in the housing members
272
,
288
from leaking, the oil cannot accumulate at the coupling portion of the driveshaft
270
with the crankshaft
88
and hence will not deteriorate.
In addition, the lower oil seal member
294
faces the outer surface of the crankshaft
88
without having something such as a sleeve lie therebetween. This outer surface of the crankshaft
88
therefore can be simultaneously machined with other portions that need to be machined. The construction thus does not require an additional manufacturing step, unlike conventional constructions.
With reference to
FIG. 1
again, the lower unit
58
depends from the driveshaft housing
56
and supports a propulsion shaft
300
that is driven by the driveshaft
270
. The propulsion shaft
300
extends generally horizontally through the lower unit
58
. In the illustrated embodiment, the propulsion device supports a propeller
302
that is affixed to an outer end of the propulsion shaft and is driven thereby. The propulsion device, however, can take the form of a dual, a counter-rotating propeller system, a hydrodynamic jet, or like propulsion devices.
A transmission
304
is provided between the driveshaft
270
and the propulsion shaft
300
. The transmission
304
couples together the two shafts
270
,
300
that lie generally normal to each other (i.e., at a 90° shaft angle) with a bevel gear train or the like. The transmission
304
has a switchover or clutch mechanism to shift rotational directions of the propeller
302
between forward, neutral or reverse. The switchover mechanism is operated by the operator through a shift linkage including a shift cam, a shift rod, a coupling rod
306
and a shift cable
308
(FIG.
9
). The shift cable
308
extends toward the watercraft
42
along with the throttle cable
128
.
The lower unit
58
also defines an internal passage that forms a discharge section of the exhaust system
136
. An upper portion of this internal passage connects to the expansion chamber in the driveshaft housing
56
. At engine speeds above idle, the majority of the exhaust gases are discharged toward the body of water through the internal passage and a hub of the propeller
302
. At idle, the exhaust gases are mainly discharged through the idle exhaust passage because the exhaust pressure under this condition is less than the backpressure created by the body of water.
With reference to
FIGS. 3
,
4
,
10
and
11
, the crankcase assembly
84
and the crankcase chamber
86
will now be described in greater detail below. In the illustrated embodiment, a baffle plate
310
is affixed to the crankcase member
84
a
to divide the crankcase chamber
86
into a primary chamber
86
a
and a secondary chamber
86
b
, although both the chambers
86
a
,
86
b
communicate with each other through a plurality of slits or through-holes
312
(
FIG. 11
) and spaces defined at both sides of the baffle plate
310
. The primary chamber
86
a
has a larger capacity than the secondary chamber
86
b
and the crankshaft
88
exists in the primary chamber
86
a
. Also, the baffle plate
310
bulges out toward the secondary chamber
86
b.
Part of the lubricant oil, after lubricating the respective engine portions, hangs in the air of the primary chamber
86
a
as mist or vapor. This lubricant mist tends not to drop down to the lubricant reservoir
200
because the rotation of the crankshaft
88
swirls the mist furiously. The lubricant, however, preferably returns to the lubricant reservoir
200
as soon as possible so as to be reused.
The baffle plate
310
is advantageous for returning the lubricant quickly to the reservoir
200
. The lubricant mist moves into the secondary chamber
86
b
through the slits
312
in the plate
310
and spaces defined at both sides thereof. Once it has moved to the secondary chamber
86
b
, the mist soon condenses to a liquid state lubricant by adhering t surfaces of the baffle plate
310
and an inner surface of the crankcase cover
84
b
. The rotational movement of the crankshaft
88
does not significantly influence the mist in this secondary chamber
86
b
. The liquid lubricant thus drops to the bottom of the lubricant reservoir
200
along the surfaces of the baffle plate
310
and the crankcase cover
84
b.
The baffle plate
310
is also useful for preventing the lubricant from splashing onto the crankshaft
88
during a replenishment of the lubricant because the crankshaft
88
is positioned in the primary chamber
86
a
that is separated from the secondary chamber
86
b
into which the lubricant is introduced through the lubricant replenishment pipe
240
.
The lubricant mist in the primary chamber
86
a
also includes blow-by gases. The blow-by gases comprise unburnt charges and a small amount of exhaust gases that have passed from the combustion chambers
82
. Although the combustion chambers
82
are isolated by the piston rings as noted above, those gases can leak to the crankcase chamber
86
because of large expansion pressure generated in the combustion chambers
82
.
In order to remove the blow-by gases and oil vapors that remain still in the secondary chamber
86
b
, a ventilation system is provided in the engine
32
of this embodiment. The ventilation system comprises a breather chamber or oil separator
311
and a breather pipe
312
.
As best seen in
FIGS. 6 and 10
, the breather chamber
311
is defined by an inner surface of the crankcase cover
84
b
, a rampart
314
that extends from the inner surface of the crankcase cover
84
b
and a lid plate
316
affixed to the rampart
314
. A plurality of baffle projections
318
also extends from the inner surface of the crankcase cover
84
b
so that a labyrinth structure is formed within the breather chamber
311
. The baffle projections
318
are generally directed downwardly. Additionally, other baffle projections
320
are provided out of the breather chamber
311
in the same manner.
An inlet port
322
of the breather chamber
311
opens downwardly at its bottom portion, while an outlet port
324
thereof, which is a through-hole, opens atop the breather chamber
311
and also atop of the crankcase cover
84
b.
As best seen in
FIG. 4
, the breather pipe
312
couples the breather chamber
311
with one or both of the plenum chambers
104
. In the illustrated embodiment, the plenum chamber member
116
which is disposed on the port side has an inlet port
326
, and the breather pipe
312
connects the outlet port
324
of the breather chamber
311
to the inlet port
326
of this plenum chamber member
116
.
The oil vapors or mist, including the blow-by gases, are introduced into the breather chamber
311
through the inlet port
322
because as the air in the plenum chamber
104
is drawn to the combustion chambers
82
during engine operations the breather chamber
311
is depressurized. The baffle projections
320
formed in the breather chamber
311
inhibit the oil vapors from passing to other portions in the crankcase cover
84
. The oil vapors introduced into the breather chamber
311
are directed to the outlet port
324
through the labyrinth structure. Because the baffle projections
318
prevent the oil vapors from flowing directly and smoothly, the lubricant component of the vapors condense and thus are separated from gases. The liquid oil then drops down to the lubricant reservoir
200
and only the gases pass through the outlet port
324
. The gases then move to the plenum chamber
104
through the breather pipe
312
and further to the combustion chambers
82
through the intake passages
102
. Once the gases reach the combustion chambers
82
, they are burned therein with the air/fuel charges that have been simultaneously supplied to the combustion chambers
82
.
Because the breather chamber
311
is positioned in the close proximity to the plenum chamber
104
in this embodiment, the length of the breather pipe
312
can be short so as to simplify the engine layout.
With reference to
FIGS. 1
to
4
,
7
and
9
, the air induction system
98
, particularly the plenum chamber members
116
, will now be described in greater detail below. As best seen in
FIGS. 2
to
4
, in the illustrated embodiment, both the plenum chamber members
116
are generally disposed on the front side of the engine. The plenum chamber members
116
are positioned in close vicinity to each other. The engine
32
has a center line C (
FIG. 4
) extending through both the cylinder block
74
and the crankcase assembly
84
. The plenum chamber members
116
are spaced apart from each other so as to exist on both sides of the center line C. As best seen in
FIG. 4
, the crankcase assembly
84
in this embodiment has a surface extending generally normal to the center line C, although the surface has irregularities. Both the plenum chamber members
116
face to the surface. The throttle bodies
112
have axes extending generally in parallel to the center line C. Although the intake runners
114
curve toward the plenum chamber members
116
, at least portions connected to the throttle bodies
112
also extends generally in parallel to the center line C.
The plenum chamber members
116
have air inlet ports
330
opening toward the crankcase assembly
84
and an axis of each inlet port
330
extends generally in parallel to the center line. That is, the air inlet ports
330
face to the electrical components
176
,
188
,
190
192
,
194
placed between the crankcase assembly
84
and the plenum chamber members
116
. The air in the closed cavity
61
of the cowling assembly
60
is introduced into the plenum chambers
104
through the inlet ports
330
without interfering with each other. Before entering, the air flows around the electrical components
176
,
188
,
190
192
,
194
. The electrical components
176
,
188
,
190
192
,
194
may be warmed during their operations. The airflow over these components cools them.
As best seen in
FIGS. 4 and 7
, a balance pipe
332
couples both the plenum chambers
104
together. The balance pipe
332
is a relatively small pipe (in comparison to the cross-sectional flow size of the plenum chambers) to balance or equalize the air intake pressure within the respective plenum chambers
104
. The pipe
332
is generally configured as a U-shape and has a passage portion
334
and a pair of connecting portions
336
. Each plenum chamber member
116
has a recess
340
at its forward portion. The recesses
340
of the respective plenum chamber members
116
are generally sequentially formed with the other one that is defined at the other plenum chamber member
116
. A hollow coupling projection
342
extends from each of the plenum chamber member
116
at the recess
340
. The connecting portions
336
are fitted into the respective coupling projections
342
to complete the communication of the plenum chambers
104
with each other. When the connecting portions
336
are coupled with the projections
342
, outer forward surfaces of the plenum chamber members
116
and an outer surface of the pipe
332
together define an even surface. That is, the pipe
332
is generally completely fitted in the recesses
340
and does not project from the forward surface of the plenum chamber members.
With primary reference to
FIGS. 4
,
7
and
8
, a mount construction of the intake units
118
will now be described. The plenum chamber member
116
of the intake units
118
, which is disposed on the port side, has a pair of projections
341
a
that extend transversely toward the opposite side of the other intake unit
118
on the starboard side and spaced apart vertically from each other. The projections
341
a
define through-holes
343
(FIG.
8
). The plenum chamber member
116
on the starboard side, in turn, has also a pair of projections
341
b
extending transversely toward the other intake unit
118
on the port side and spaced apart vertically from each other. Four rod members
344
, each of which has a hexagonal shape in section, are screwed down to the crankcase cover
84
b
at appropriate locations so that the intake units
118
can be placed as described above. An axis of each rod member
344
, when it is screwed down to the crankcase cover
84
b
, extends generally in parallel to the center line C. As best seen in
FIG. 8
, a tip portion of each rod member
344
is cut circularly and a rubber grommet
346
is fitted into the circular recess. The grommets
346
of the respective rod members
344
are then fitted into the through-holes
343
. The rod members
344
and the grommets
346
define one-touch fasteners.
The rear end portions
348
of the intake runners
114
of the intake units
118
are connected to the front end portions
350
of the throttle bodies
112
via rubber sealing members
352
, which is shaped as a ring. As seen in
FIG. 4
, the sealing member
352
is detachably fitted onto the front end portions
350
of the throttle bodies
112
and then the rear end portions
348
of the intake runners
114
are detachably fitted into the sealing members
352
so as to complete air tight connections of the respective throttle bodies
112
and the intake runners
114
.
When assembling the intake units
118
with the engine
32
, the respective intake runners
114
are connected to the respective throttle bodies
112
via the sealing members
352
. The rod members
344
, which have been already screwed down to the crankcase cover
84
b
, are then fitted into the grommets
346
, which have been also put at the projections
341
b
of the plenum chamber members
116
. The breather pipe
312
is also fixed to the outlet port
324
of the breather chamber
311
and the inlet port
326
of the plenum chamber
104
. Finally, the connecting portions
336
of the balance pipe
332
are affixed to the respective coupling projections
342
of the plenum chamber members
116
so that the passage portion
334
of the conduit
332
is fitted into the recesses
340
.
As described above, in the illustrated embodiment, the plenum chambers
104
are disposed on the front of the engine. In addition, the plenum chamber members
116
are positioned in close vicinity to each other. The air induction system
98
can thus have the intake passages
102
with lengths as long as possible. This arrangement is advantageous for low speed running conditions.
The engine
32
in this embodiment has the multiple plenum chambers
104
rather than a single plenum chamber. The respective plenum chambers
104
are required to be coupled with only the intake passages
102
on one side of the engine because the balance pipe
332
can couples the plenum chambers
104
together. The arrangement thus is easily assembled even though the related components have relatively rough accuracy in their configurations and mount positions on the engine.
While in the illustrated embodiment each plenum chamber member
116
is unified with the corresponding intake runners, it is understood that the plenum chamber members and the respective intake runners can be separate components that are fitted together. In addition, each set of intake runners can be unitary or be formed from separate components.
Because the crankcase cover
84
b
in the embodiment has not only the breather chamber
311
defined therein but also the electrical components
176
,
188
,
190
,
192
and
194
affixed thereto, the crankcase assembly
84
preferably is reinforced to inhibit deformation due to these loadings.
With primary reference to FIGS.
9
and
14
-
20
, the throttle valve linkage
126
will now be described in great detail below. The valve shaft
124
on each bank has a valve lever
380
,
382
positioned atop the valve shaft
124
and rigidly affixed thereto. The valve lever
380
on the starboard side cylinder bank has a lever portion
380
a
, while the other valve lever
382
on the port side has also a lever portion
382
a
which is slightly longer than the lever portion
380
a
. A manipulator or valve actuator
384
, which is used for manipulation of the valve levers
380
,
382
, is pivotally affixed to the foregoing closure member
230
. More specifically, a ring member
386
is fitted into a bottom recess of the manipulator
384
and is prevented from coming out by a snap ring
388
. A bushing or collar
390
is affixed to the closure member
230
by a pin
392
. The ring member
386
of the manipulator
384
is fitted onto the bushing
390
. As best seen in
FIG. 14
, the closure member
230
defines a threaded recess
394
. A bolt
396
is screwed down to the threaded recess
394
with the manipulator
384
, which has the ring member
386
, and the bushing
390
both being interposed therebetween. Because the ring member
386
is thus pivotally mounted on the bushing
390
, the manipulator
384
is pivotable about a pivot axis extending vertically through the closure member
230
.
The manipulator
384
can be directly affixed to the cylinder block
74
. Placing the manipulator
384
on the closure member
230
is, however, advantageous because no machining process to the cumbersome cylinder block
384
is necessary. Only the closure member
230
, which is much smaller than the cylinder block
384
, needs machining. Also, using the closure member
230
can save manufacturing cost rather than preparing another special component for affixing the manipulator
384
to the engine.
The manipulator
384
has two lever portions
384
a
,
384
b
which extend radially from the pivot axis of the manipulator
384
and are spaced apart from each other at a fixed angle. The lever portion
384
a
is larger than the other lever portion
384
b
. A coupling rod assembly
400
pivotally couples the lever portion
380
a
of the valve lever
380
with the lever portion
384
a
of the manipulator
384
via an adjustment mechanism
402
, which will be described shortly. Another coupling rod assembly
404
directly and pivotally couples the lever portion
382
a
of the lever
382
with the lever portion
384
b
of the manipulator
384
. In the illustrated embodiment, the coupling rod assemblies
400
,
402
define manipulating members.
Each rod assembly
400
,
404
includes a rod member
406
, a pair of coupling members
408
and a pair of nuts
410
. Both ends of the rod members
406
are threaded, while each coupling member has a hollow into which each threaded end of the coupling members
408
can be fitted. The nuts
410
are screwed onto the threaded portions before these ends are inserted into the hollows. After the threaded ends are inserted into the hollows, positions of the respective nuts
410
are adjusted so as to change the effective length of the rod assembly
400
,
404
. Fastening members
412
, which have threaded end portions, are used for pivotal connection of the respective lever portions
382
a
,
384
a
,
384
b
or the adjustment mechanism
402
with the coupling members
408
of the rod assemblies
400
,
404
.
With reference to
FIGS. 17-20
, the adjustment mechanism
402
includes the valve lever
380
and an adjustment member
416
. The valve lever
380
has two through-holes
418
,
420
, while the adjustment member
416
has three through-holes
422
,
424
,
426
. The middle hole
424
of the adjustment member
416
defines a slit. The valve shaft
124
extends through the hole
418
of the valve lever
380
and the hole
422
of the adjustment member
416
. The coupling member
408
of the rod assembly
400
is coupled with the adjustment member
416
by the bolt
412
that extends through the hole
426
of the adjustment member
416
and a through-hole of the coupling member
408
. A screw
428
extends through the hole
420
of the valve lever
380
and the slit
424
of the adjustment member
416
and is locked by a lock member
430
. Because the hole of the adjustment member
416
is formed as the slit
424
, a position of the adjustment member
416
relative to the valve lever
380
is adjustable. If, therefore, the throttle valves
122
on both sides are not synchronize properly because of tolerances occurring in manufacturing or assembling processes or because of slop occurring because of wear, the operator can adjust this situation easily by changing the position of the adjustment member
416
. That is, the adjustment mechanism
402
in this embodiment can adjust discrepancy in movement of throttle valves
122
on both banks so as to synchronize them accurately.
It should be noted that the hole
420
of the valve lever
380
can define a slit instead of the hole
424
of the adjustment member
416
. In the illustrated embodiment, no adjustment mechanism is interposed between both the lever portions
382
a
,
384
b
. It is, however, practicable to provide another or an alternative adjustment mechanism therebetween.
With reference back to
FIGS. 9
,
15
and
16
, the throttle valve linkage
126
also includes a control mechanism
440
that controls the manipulator
384
. The control mechanism
440
generally comprises a mount body
442
, a cam member
444
, a cam follower
446
, a vertical shaft
448
, a horizontal bevel gear
450
, a vertical bevel gear
452
and a control lever
454
.
As seen in
FIGS. 9 and 15
, the mount body
442
is mounted on a starboard side surface of the engine body
96
by a bolt
458
. The mount body
442
is positioned at the lowermost intake runner
114
and slightly forward of the lowermost throttle body
112
. The mount body
442
is thus placed in a space defined between the lowermost intake runner
114
and the engine body
96
.
The cam member
444
is pivotally affixed to the mount body
442
by a bolt
460
. The throttle cable
128
is connected to a bottom end projection
461
of the cam member
444
through a connecting rod
461
so that the cam member
444
can pivot about an axis extending horizontally, which is the same as an axis of the bolt
460
, when the operator operates the throttle cable
128
. A coil spring
462
is provided for biasing the cam member
444
toward a direction that is opposite to the direction in which the cam member
444
is moved by the operation of the operator. The cam member
444
has a cam slot
466
.
The cam follower
446
is also pivotally connected to the mount body
442
. More specifically, the cam follower
446
has a connecting shaft portion
470
extending through a hole which is formed generally horizontally through the mount body
442
. The end of the shaft portion
470
projects out from the through-hole and the horizontal bevel gear
450
is fitted onto this end via a bushing or collar
472
. The bevel gear
450
is affixed to the shaft portion
470
by a lock pin
474
. The cam follower
446
is configured as a crank shape. At another end of a crank portion
476
, which is located opposite side of the shaft portion
470
, is a pin portion
478
. A cam follower member
480
is placed onto this pin portion
478
and then is fitted into the cam slot
466
of the cam member
444
. The cam follower
446
thus pivots about an axis of the shaft portion
470
by the movement of the cam follower member
480
within the cam slot
466
when the cam member
444
is operated.
The mount body
442
also pivotally supports the vertical shaft
448
. The vertical shaft
448
extends through a hole which is formed generally vertically through the mount body
442
. The bottom end of vertical shaft
448
projects out from the hole downward and the bevel gear
452
is fitted onto this end via a collar
482
. The bevel gear
452
is affixed to the vertical shaft
448
by a lock pin
484
. An upper portion of the vertical shaft
448
is pivotally affixed to the side surface of the engine body
96
by a mount member
486
. The mount member
486
is affixed to the engine body
96
by a pair of bolts
488
. Both the bevel gears
450
,
452
mesh with each other. The vertical shaft
448
thus pivots about its axis when the cam follower
446
pivots.
The control lever
454
is affixed atop the vertical shaft
448
. A lock pin
492
prevents the control lever
454
from rotating around the vertical shaft
448
. A control rod
494
couples the control lever
454
with the lever portion
384
a
of the manipulator
384
. One end of the control rod
494
is affixed to an end portion of the control lever
454
by a ball joint
496
, while the other end of the control rod
494
is affixed to the lever portion
384
a
of the manipulator
384
by another ball joint
498
. The control rod
494
is affixed to the lever portion
384
a
at a portion that is farther from the pivot axis than a portion where the rod assembly
400
is affixed.
As seen in
FIG. 9
, the control lever
454
is positioned lower than the timing belt
164
. The control rod
494
as well as the manipulator
194
and the rod assemblies
400
,
404
is therefore placed in a space between a top surface of the engine body
96
and the timing belt
164
.
In the illustrated embodiment, as seen in
FIGS. 9 and 15
, a flywheel cover member
499
extends over the valve levers
380
,
382
so as to cover whole of the throttle valve linkage
126
as well as the flywheel
184
and the timing belt
164
.
The operator can pull the throttle cable
128
. If the throttle cable
128
is pulled and the connecting rod
461
moves as indicated by the arrow
500
of
FIG. 9
, the cam member
444
pivots counterclockwise in
FIG. 9
as indicated by the arrow
502
against the biasing force by the spring
462
. The cam follower member
480
moves upwardly within the cam slot
466
and hence the shaft portion
470
of the cam follower
446
also pivots counterclockwise in
FIG. 9
(again indicated by the same arrow
502
). Because of this pivotal movement of the shaft portion
470
, the drive bevel gear.
450
pivots counterclockwise in FIG.
9
and clockwise in
FIG. 16
as indicated by the arrow
504
of FIG.
16
.
The drive bevel gear
450
drives the driven bevel gear
452
, which meshes with the drive bevel gear
450
, clockwise in a top plan view as indicated by the arrow
506
of FIG.
16
. The vertical shaft
448
thus pivots clockwise in
FIG. 15
as indicated by the arrow
508
of
FIGS. 15 and 16
. This clockwise movement of the vertical shaft
448
pushes the control rod
494
through the control lever
454
as indicated by the arrow
510
of
FIGS. 15 and 16
and pivotally moves the manipulator
384
counterclockwise in
FIG. 15
, as indicated by the arrow
512
of FIG.
15
through the lever portion
384
a.
The counterclockwise movement of the manipulator
384
pulls both the rod assemblies
400
,
404
as indicated by the arrows
514
,
516
of
FIGS. 15
,
16
through the lever portions
384
a
,
384
b
. The rod assembly
400
thus moves the valve lever
380
counterclockwise in
FIG. 15
as indicated by the arrow
518
of
FIGS. 15 and 16
, while the rod assembly
404
moves the valve lever
382
clockwise in
FIG. 15
as indicated by the arrow
520
of
FIGS. 15 and 16
. These movements are synchronized, i.e., occur simultaneously.
The movements of the valve levers
380
,
382
actuate the throttle valves
122
toward open positions. An amount of air flowing through air intake passages
102
increases and an amount of fuel also increases in proportion to the air amount. The engine
32
thus operates in a high speed.
When the operator releases the throttle cable
128
, the biasing force of the spring
462
returns the cam member
444
toward its initial position. All the members and components of the throttle valve linkage
126
moves in directions that are opposite to the directions indicated by the foregoing arrows
500
-
520
. As a result, both the air and fuel amounts decrease and the engine speed decreases.
As described above, in the illustrated embodiment that relates to the engine defining V-configuration, the manipulator is disposed generally between the air intake conduits on both sides of the engine body so as to be positioned on the engine body. The manipulator includes the pair of coupling rods coupled with the respective throttle valves. The throttle valve linkage thus can be placed easily in the relatively narrow space around the engine so as to the control throttle valves on both banks of V-configuration under a synchronized condition.
The combination of the cam slot and cam follower is advantageous because various throttle valve control characteristics can be obtained by changing the cam slot pattern.
It should be noted that the throttle valves can be other types such as a needle valve type. Also, some of the features of the present invention are practicable with an engine having cylinder bores extending vertically and a crankshaft extending horizontally.
The control mechanism is dispensable if the control characteristic by the cam combination is not necessary. In this variation, the throttle cable can be directly coupled with the lever portion of the manipulator.
Of course, the foregoing description is that of a preferred embodiment of the present invention, and various changes and modifications may be made without departing from the spirit and scope of the invention, as defined by the appended claims.
Claims
- 1. An internal combustion engine comprising a cylinder block having at least two cylinder banks arranged in a V-shaped configuration, each cylinder bank defining a cylinder bore, pistons reciprocating within the respective cylinder bores, a cylinder head member closing one end of each cylinder bores and defining a combustion chamber with the respective cylinder bore and piston, a crankshaft coupled with the pistons, a crankcase member attached to the cylinder block to close the opposite ends of the cylinder bores, the cylinder block, the cylinder head member and the crankcase member together defining an engine body, a first air intake conduit communicating with one of the combustion chambers and extending generally along a side surface of the engine body, a second air intake conduit communicating with another one of the combustion chambers and extending generally along another side surface of the engine body, the first air intake conduit having a first throttle valve regulating an amount of air flowing through the first air intake conduit, the second air intake conduit having a second throttle valve regulating an amount of air flowing through the second air intake conduit, valve mechanisms selectively connecting and disconnecting the combustion chambers with the air intake conduits, at least one camshaft arranged to actuate the valve mechanisms, a drive member coupling the camshaft and the crankshaft together so that the crankshaft drives the camshaft, and a manipulator to actuate both the first and second throttle valves, the manipulator including a pair of manipulating members coupled with the first and second throttle valves, the manipulator being disposed generally between the first and second air intake conduits on the engine body and between the engine body and the drive member.
- 2. An internal combustion engine as set forth in claim 1, wherein the drive member is a flexible transmitter.
- 3. An internal combustion engine comprising a cylinder block having at least two cylinder banks arranged in a V-shaped configuration, each cylinder bank defining a cylinder bore, pistons reciprocating within the respective cylinder bores, a cylinder head member closing one end of each cylinder bores and defining a combustion chamber with the respective cylinder bore and piston, a crankshaft coupled with the pistons, a crankcase member attached to the cylinder block to close the opposite ends of the cylinder bores, the cylinder block, the cylinder head member and the crankcase member together defining an engine body, the engine body defining a lubricant passage, the lubricant passage having an open end, the engine body including a closure member to close the open end of the lubricant passage, a first air intake conduit communicating with one of the combustion chambers and extending generally along a side surface of the engine body, a second air intake conduit communicating with another one of the combustion chambers and extending generally along another side surface of the engine body, the first air intake conduit having a first throttle valve regulating an amount of air flowing through the first air intake conduit, the second air intake conduit having a second throttle valve regulating an amount of air flowing through the second air intake conduit, and a manipulator to actuate both the first and second throttle valves, the manipulator including a pair of manipulating members coupled with the first and second throttle valves, the manipulator being disposed generally between the first and second air intake conduits on the engine body, and the manipulator being affixed to the closure member.
- 4. An internal combustion engine comprising a cylinder block having at least two cylinder banks arranged in a V-shaped configuration, each cylinder bank defining a cylinder bore extending generally horizontally, pistons reciprocating within the respective cylinder bores, a cylinder head member closing one end of each cylinder bores and defining a combustion chamber with the respective cylinder bore and piston, a crankshaft coupled with the pistons, a crankcase member attached to the cylinder block to close the opposite ends of the cylinder bores, the cylinder block, the cylinder head member and the crankcase member together defining an engine body, a first air intake conduit communicating with one of the combustion chambers and extending generally along a side surface of the engine body, a second air intake conduit communicating with another one of the combustion chambers and extending generally along another side surface of the engine body, the first air intake conduit having a first throttle valve regulating an amount of air flowing through the first air intake conduit, the second air intake conduit having a second throttle valve regulating an amount of air flowing through the second air intake conduit, and a manipulator to actuate both the first and second throttle valves, the manipulator including a pair of manipulating members coupled with the first and second throttle valves, the manipulator being disposed generally between the first and second air intake conduits and being positioned atop the engine body.
- 5. An internal combustion engine as set forth in claim 4, wherein the manipulator is pivotally affixed to the engine body, and the manipulating members are configured to actuate the throttle valves when the manipulator pivots.
- 6. An internal combustion engine as set forth in claim 4 additionally comprising an adjustment mechanism disposed between at least one of the manipulating members and the first and second throttle valves.
- 7. An internal combustion engine as set forth in claim 4 additionally comprising a control mechanism arranged to control the manipulator, wherein the control mechanism is mounted on an engine body.
- 8. An internal combustion engine as set forth in claim 7, wherein the cylinder bores extend generally horizontally, and the manipulator is positioned atop the engine body, and the control mechanism is positioned at a side surface of the engine body.
- 9. An internal combustion engine as set forth in claim 8, wherein the control mechanism is positioned between the engine body and one of the air intake conduits.
- 10. An internal combustion engine as set forth in claim 7, wherein the control mechanism includes a bevel gear set.
- 11. An internal combustion engine as set forth in claim 4, wherein each one of the banks of the V-configuration includes a plurality of cylinder bores.
- 12. An internal combustion engine as set forth in claim 4, wherein the engine powers a marine propulsion device.
- 13. An internal combustion engine comprising a cylinder block having at least two cylinder banks arranged in a V-shaped configuration, each cylinder bank defining a cylinder bore extending generally horizontally, pistons reciprocating within the respective cylinder bores, a cylinder head member closing one end of each cylinder bore and defining a combustion chamber with the respective cylinder bore and piston, a crankshaft coupled with the pistons, a crankcase member closing the other ends of the cylinder bores, the cylinder block, the cylinder head member and the crankcase member together defining an engine body, a first air intake conduit communicating with one of the combustion chambers and extending generally along a side surface of the engine body, a second air intake conduit communicating with another one of the combustion chambers and extending generally along another side surface of the engine body, the first air intake conduit having a first throttle valve arranged for pivotal movement about a first valve axis, the second air intake conduit having a second throttle valve arranged for pivotal movement about a second valve axis, and a manipulator journaled at a top surface of the engine body for pivotal movement about a manipulator axis, the manipulator including a pair of coupling rods connected to the first and second throttle valves, the first and second throttle valves being actuated for the pivotal movement about the first and second axes, respectively, by the coupling rods when the manipulator pivots about the manipulator axis.
- 14. An internal combustion engine as set forth in claim 13, wherein the coupling rods are affixed to different portions of the manipulator, and the portions are positioned generally oppositely to each other relative to the third axis.
- 15. The internal combustion engine as set forth in claim 13, wherein the first and second throttle valves have lever members, and the respective coupling rods are connected with the respective lever members.
- 16. The internal combustion engine as set forth in claim 13, wherein the first and second valve axes and the manipulator axis extend generally vertically.
- 17. The internal combustion engine as set forth in claim 13, wherein the first and second valve axes and the manipulator axis extend generally parallel to each other.
- 18. An internal combustion engine comprising a cylinder block having at least two cylinder banks arranged in a V-shaped configuration, each cylinder bank defining a cylinder bore, pistons reciprocating within the respective cylinder bores, a cylinder head member closing one end of each cylinder bore and defining a combustion chamber with the respective cylinder bore and piston, a crankshaft coupled with the pistons, a crankcase member closing the other ends of the cylinder bores, the cylinder block, the cylinder head member and the crankcase member together defining an engine body, a first air intake conduit communicating with one of the combustion chambers and extending generally along a side surface of the engine body, a second air intake conduit communicating with another one of the combustion chambers and extending generally along another side surface of the engine body, the first air intake conduit having a first throttle valve arranged for pivotal movement about a first valve axis, the second air intake conduit having a second throttle valve arranged for pivotal movement about a second valve axis, and a manipulator journaled at the engine body for pivotal movement about a manipulator axis, the manipulator including a pair of coupling rods connected to the first and second throttle valves, the first and second throttle valves being actuated for the pivotal movement about the first and second axes, respectively, by the coupling rods when the manipulator pivots about the manipulator axis, the first and second throttle valves having lever members, the respective coupling rods being connected with the respective lever members, at least one of the lever members being formed with at least a first piece and a second piece, the first piece being connected to the first or second throttle valve, the second piece being connected to the coupling rod, and the first and second pieces being connected together so that an angle defined therebetween can selectively be changed.
- 19. An internal combustion engine as set forth in claim 18, wherein both the first and second pieces have through-holes, at least one of the through-holes is a slot, and the first and second pieces are coupled together by a fastening member passing through the through-holes.
- 20. An internal combustion engine comprising a cylinder block having at least two cylinder banks arranged in a V-shaped configuration, each cylinder bank defining a cylinder bore, pistons reciprocating within the respective cylinder bores, a cylinder head member closing one end of each cylinder bore and defining a combustion chamber with the respective cylinder bore and piston, a crankshaft coupled with the pistons, a crankcase member closing the other ends of the cylinder bores, the cylinder block, the cylinder head member and the crankcase member together defining an engine body, the engine body defining a lubricant passage, the lubricant passage having an open end, the engine body including a closure member to close the open end of the lubricant passage, a first air intake conduit communicating with one of the combustion chambers and extending generally along a side surface of the engine body, a second air intake conduit communicating with another one of the combustion chambers and extending generally along another side surface of the engine body, the first air intake conduit having a first throttle valve arranged for pivotal movement about a first valve axis, the second air intake conduit having a second throttle valve arranged for pivotal movement about a second valve axis, and a manipulator being journaled at the closure member for pivotal movement about a manipulator axis, the manipulator including a pair of coupling rods connected to the first and second throttle valves, the first and second throttle valves being actuated for the pivotal movement about the first and second axes, respectively, by the coupling rods when the manipulator pivots about the manipulator axis.
- 21. An internal combustion engine comprising a cylinder block defining at least one cylinder bore, a piston reciprocating within the cylinder bore, a cylinder head member closing one end of the cylinder bore and defining a combustion chamber with the cylinder bore and the piston, the cylinder block further defining a lubricant passage through which lubricant passes, the lubricant passage having an open end, a closure member closing the open end, an air intake conduit communicating with the combustion chamber, the air intake conduit including a throttle valve admitting air to the combustion chamber, and a valve actuator arranged to actuate the throttle valve, the valve actuator being affixed to the closure member.
- 22. The internal combustion engine as set forth in claim 21 additionally comprising a crankshaft coupled with the piston, a crankcase member closing the other end of the cylinder bore, the cylinder block, the cylinder head member and the crankcase member defining an engine body, a control mechanism arranged to control the valve actuator, wherein the air intake conduit extends along the cylinder block, and the control mechanism is positioned between the engine body and the air intake conduit.
- 23. The internal combustion engine as set forth in claim 21, wherein the control mechanism is mounted on the engine body.
- 24. An internal combustion engine comprising an engine body defining at least two banks spaced apart from each other generally horizontally, moveable members moveable relative to the respective banks, the engine body and the moveable members together defining a combustion chamber at each one of the banks, a first air intake conduit extending generally along a side surface of the engine body to communicate with one of the combustion chambers, the first air intake conduit including a first throttle valve arranged to regulate air flow through the first air intake conduit, a second air intake conduit extending generally along another side surface of the engine body to communicate with another one of the combustion chambers, the second air intake conduit including a second throttle valve arranged to regulate air flow through the second air intake conduit, and a manipulator disposed atop the engine body to actuate both the first and second throttle valves, the manipulator including a pair of connecting members coupled with the first and second throttle valves.
- 25. The engine as set forth in claim 24 additionally comprising an adjustment mechanism arranged to adjust positions of both the first and second throttle valves so that the respective air flow amounts of the first and second air intake conduits are generally the same as each other, the adjustment mechanism being disposed between at least one of the connecting members and one of the first and second throttle valves.
- 26. The engine as set forth in claim 24, wherein the engine body forms a fluid passage defining an open end, the engine body includes a closure member to close the open end, and the manipulator is affixed to the closure member.
- 27. An internal combustion engine comprising an engine body defining at least two banks spaced apart from each other generally horizontally, moveable members moveable relative to the respective banks, the engine body and the moveable members together defining a combustion chamber at each one of the banks, a first air intake conduit extending generally along a side surface of the engine body to communicate with one of the combustion chambers, the first air intake conduit including a first throttle valve journaled for pivotal movement about a first axis, a second air intake conduit extending generally along another side surface of the engine body to communicate with another one of the combustion chambers, the second air intake conduit including a second throttle valve journaled for pivotal movement about a second axis, and a manipulator journaled at a top surface of the engine body for pivotal movement about a third axis, the manipulator including a pair of connecting members coupled with the first and second throttle valves, and the first and second throttle valves being actuated for the pivotal movement about the first axis and the second axis, respectively, by the connecting members when the manipulator pivots about the third axis.
- 28. The engine as set forth in claim 27, wherein the first, second and third axes extend generally vertically.
- 29. The engine as set forth in claim 27, wherein the first, second and third axes extend generally parallel to each other.
- 30. An internal combustion engine comprising an engine body defining at least two banks, moveable members moveable relative to the respective banks, the engine body and the moveable members together defining a combustion chamber at each one of the banks, a first air intake conduit extending generally along a surface of the engine body to communicate with one of the combustion chambers, the first air intake conduit including a first throttle valve journaled for pivotal movement about a first axis, a second air intake conduit extending generally along another surface of the engine body to communicate with another one of the combustion chambers, the second air intake conduit including a second throttle valve journaled for pivotal movement about a second axis, and a manipulator journaled at the engine body for pivotal movement about a third axis, the manipulator including a pair of connecting members coupled with the first and second throttle valves, the first and second throttle valves being actuated for the pivotal movement about the first axis and the second axis, respectively, by the connecting members when the manipulator pivots about the third axis, and the first, second and third axes extending generally parallel to each other, wherein the banks are spaced apart from each other generally horizontally, and the first, second and third axes extend generally vertically.
Priority Claims (1)
Number |
Date |
Country |
Kind |
11-293052 |
Oct 1999 |
JP |
|
US Referenced Citations (12)