JPH09250314A - Timing device of engine valve system drive device - Google Patents
Timing device of engine valve system drive deviceInfo
- Publication number
- JPH09250314A JPH09250314A JP5502096A JP5502096A JPH09250314A JP H09250314 A JPH09250314 A JP H09250314A JP 5502096 A JP5502096 A JP 5502096A JP 5502096 A JP5502096 A JP 5502096A JP H09250314 A JPH09250314 A JP H09250314A
- Authority
- JP
- Japan
- Prior art keywords
- drive
- valve
- side sprocket
- sprocket
- axis
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000002093 peripheral effect Effects 0.000 claims description 3
- 230000013011 mating Effects 0.000 abstract description 3
- 230000007246 mechanism Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
- F02B61/045—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for marine engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
- F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動車、自動二輪
車、船外機等に搭載されるすべてエンジンに採用でき
る、オーバーヘッドカムシャフト型であって複数のシリ
ンダーを有するＶ型エンジンあるいは水平対向エンジン
動弁系駆動装置のタイミング合わせ装置に関するもので
ある。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an overhead camshaft type V-type engine having a plurality of cylinders or a horizontally opposed engine drive which can be applied to all engines mounted on automobiles, motorcycles, outboard motors and the like. The present invention relates to a timing adjustment device for a valve system drive device.
【０００２】[0002]
【従来の技術】一般に、４サイクルエンジンは、クラン
クシャフト（クランク軸）とカムシャフト（カム軸）と
をチェーンあるいはタイミングベルト（以下チェーンの
例を説明する）で連動させて、カムシャフトの回転をク
ランクシャフトの回転と一定の関係を持たせる（クラン
クシャフト二回転でカムシャフト一回転させる）動弁駆
動機構を有し、この駆動機構によりエンジンに設定され
たタイミングでバルブを開閉する。2. Description of the Related Art Generally, in a four-cycle engine, a crankshaft (crankshaft) and a camshaft (camshaft) are linked by a chain or a timing belt (an example of a chain will be described below) to rotate the camshaft. It has a valve drive mechanism that has a fixed relationship with the rotation of the crankshaft (two rotations of the crankshaft and one rotation of the camshaft), and this drive mechanism opens and closes the valve at the timing set in the engine.
【０００３】エンジンの組み立てやメンテナンスにおい
て前記動弁駆動機構を組み立てるに際しては、各スプロ
ケットやチェーンの位置合わせを行う必要があり、一般
には、単純に、スプロケットとチェーンおよびエンジン
ブロック等に予め設定されている位置合わせマーク（タ
イミングマーク）を基準に組みつけている。When assembling the valve drive mechanism during engine assembly and maintenance, it is necessary to align the sprockets and chains, and in general, simply set the sprockets and chains and engine blocks beforehand. It is assembled based on the alignment mark (timing mark).
【０００４】また、従来、実開昭５５−１６６９３９号
あるいは実開昭５７−８３２３８号では、スプロケット
の所定位置に貫通孔を設けると共に、ケース所定位置に
ピン孔を設けて、貫通孔に挿通したピンをピン孔に挿入
して位置合わせをする位置決め装置が示されている。Conventionally, in Japanese Utility Model Laid-Open No. 55-166939 or Japanese Utility Model Laid-Open No. 57-83238, a through hole is provided at a predetermined position of a sprocket, and a pin hole is provided at a predetermined position of a case, and the pin is inserted into the through hole. A positioning device is shown that inserts pins into the pin holes for alignment.
【０００５】[0005]
【発明が解決しようとする課題】しかしながら、位置合
わせマークの設定において、単気筒エンジンや直列多気
筒エンジンのように一つのエンジンに動弁系駆動機構が
一つのものは、その一つの駆動機構内で位置合わせマー
クを設定すれば済むため問題が生じないが、Ｖ型エンジ
ンあるいは水平対向エンジンのように複数の動弁系駆動
機構を有するエンジンでは、相互の駆動機構におけるバ
ルブ開閉タイミングの関係を考慮して位置合わせマーク
の設定を実施しないと、一つのエンジン内でカムシャフ
ト等が共用できない場合があった。However, in setting the alignment mark, if one engine has one valve train driving mechanism, such as a single cylinder engine or an in-line multi-cylinder engine, the setting of the alignment mark is The problem does not occur because the alignment mark can be set with, but in an engine having a plurality of valve train drive mechanisms such as a V-type engine or a horizontally opposed engine, the relationship between the valve opening / closing timings of the drive mechanisms should be considered. If the alignment mark is not set after that, the camshaft and the like may not be shared in one engine.
【０００６】一般的には、前記複数の動弁系駆動機構に
おいては、チェーンドライブスプロケット等の駆動側を
起点に位置合わせマークを決めるため、それぞれの動弁
系駆動機構同士の間で位置会わせマークの位置が異なる
ものになり、カムドリブンギアやカムシャフト等の被駆
動側の部品を共用できないという不具合があった。Generally, in the plurality of valve train drive mechanisms, the alignment marks are determined with the drive side of the chain drive sprocket or the like as the starting point, so that the respective valve train drive mechanisms are aligned with each other. The position of the mark was different, and there was a problem that parts on the driven side such as the cam driven gear and cam shaft could not be shared.
【０００７】本発明は、前記従来の問題点を解消するべ
くなされたものであって、Ｖ型エンジンあるいは水平対
向エンジンのように複数の動弁系駆動機構を有するエン
ジンにおいて、それぞれの動弁系駆動機構同士の被駆動
側を共通化して部品の共通使用を可能にし、したがっ
て、低コストを実現できる提供することを課題とする。The present invention has been made to solve the above-mentioned conventional problems, and in an engine having a plurality of valve drive systems such as a V-type engine or a horizontally opposed engine, each valve drive system is provided. An object of the present invention is to provide a drive mechanism having a common driven side so that parts can be commonly used, and thus a low cost can be realized.
【０００８】[0008]
【課題を解決するための手段】本発明は、前記課題を解
決するため次の構成を有する。請求項１の発明は、オー
バーヘッドカムシャフト型エンジンのクランクシャフト
の回転を駆動側スプロケットから無端連続体を介してカ
ムシャフト回転用の被駆動側のスプロケットに伝達する
ようにした動弁系駆動装置を複数有するＶ型エンジンあ
るいは水平対向エンジンであって、各スプロケットの外
周縁に歯状部が形成されかつ無端連続体に該歯状部に噛
み合う凹凸部を有し、該動弁系駆動装置の駆動側と被駆
動側とのタイミングを合わせる装置において、バルブ開
閉用タイミングマークの設定を、動弁系被駆動側を起点
に設定することを特徴とするエンジン動弁系駆動装置の
タイミング合わせ装置である。The present invention has the following constitution in order to solve the above problems. According to a first aspect of the present invention, there is provided a valve train drive device in which rotation of a crankshaft of an overhead camshaft type engine is transmitted from a drive side sprocket to a driven side sprocket for rotating a camshaft through an endless continuous body. A V-type engine or a horizontally opposed engine having a plurality of teeth, in which tooth-like portions are formed on the outer peripheral edge of each sprocket, and an endless continuous body has a concavo-convex portion that meshes with the tooth-like portions. A timing adjusting device for an engine valve system driving device, characterized in that a valve opening / closing timing mark is set from a valve operating system driven side as a starting point in a device for adjusting the timing between the driven side and the driven side. .
【０００９】請求項２の発明は、一方の動弁系駆動装置
は、駆動側スプロケット中心軸と被駆動側スプロケット
中心軸とを繋いだ軸線上に駆動側スプロケットの歯底を
位置させ、他方の動弁系駆動装置は、駆動側スプロケッ
ト中心軸と被駆動側スプロケット中心軸とを繋いだ軸線
上からずらして駆動側スプロケットの歯底を位置させて
タイミングマークの設定を行うようにしたことを特徴と
する請求項１に記載のエンジン動弁系駆動装置のタイミ
ング合わせ装置である。According to a second aspect of the present invention, in one valve operating system drive device, the tooth bottom of the drive side sprocket is positioned on the axis connecting the drive side sprocket center axis and the driven side sprocket center axis, and the other is set. The valve train drive device is characterized in that the timing mark is set by shifting the sprocket center axis of the drive side sprocket and the center axis of the driven side sprocket from the axis connecting the sprocket center axis and locating the root of the drive side sprocket. The timing adjusting device for an engine valve system drive device according to claim 1.
【００１０】請求項１の発明によれば、バルブ開閉用タ
イミングマークの設定を動弁系被駆動側を起点に設定す
るので、複数の動弁系駆動装置のそれぞれのタイミング
設定を同様に行うことができる。したがって、それぞれ
の動弁系駆動装置の被駆動側スプロケットギアあるいは
カムシャフト等を共通化することができるので、部品を
共通に使用することができる。According to the first aspect of the present invention, the valve opening / closing timing mark is set starting from the driven side of the valve system. Therefore, the timing of each of the plurality of valve system drive devices can be similarly set. You can Therefore, since the driven side sprocket gear or the cam shaft of each valve train drive device can be made common, the parts can be commonly used.
【００１１】請求項２の発明によれば、一方の動弁系駆
動装置は、駆動側スプロケット中心軸と被駆動側スプロ
ケット中心軸とを繋いだ軸線上に駆動側スプロケットの
歯底を位置させてタイミングマークの設定を行うように
した、他方の動弁系駆動装置は、駆動側スプロケット中
心軸と被駆動側スプロケット中心軸とを繋いだ軸線上か
らずらして駆動側スプロケットの歯底を位置させてタイ
ミングマークの設定を行うようにしたので、各動弁系駆
動装置のそれぞれの無端連続体のラインが異なるもので
も、部品を共通化することができる。According to the second aspect of the present invention, in one valve operating system drive device, the tooth bottom of the drive side sprocket is located on the axis connecting the drive side sprocket center axis and the driven side sprocket center axis. The other valve drive system, which is designed to set the timing mark, shifts the root of the drive-side sprocket from the axis connecting the drive-side sprocket center axis and the driven-side sprocket center axis. Since the timing marks are set, even if the lines of the endless continuums of the valve train drive devices are different, the parts can be shared.
【００１２】[0012]
【発明の実施の形態】以下、図面を参照して本発明の実
施の形態を詳細に説明する。図１〜図５は本発明の実施
形態に係る動弁系駆動装置のタイミング合わせ装置の説
明図であって、図１は該動弁系駆動装置を採用したエン
ジンの側面図、図２は該エンジンの一部断面視した説明
図、図３は図２のIII−III線に沿うエンジンのクランク
シャフトに沿う縦断面図、図４は図２のIII−III線に沿
う断面図でシリンダヘッドを断面視したカムシャフトを
説明する図、図５はタイミング合わせ装置によるタイミ
ング合わせの説明図である。BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 5 are explanatory views of a timing adjusting device for a valve operating system driving device according to an embodiment of the present invention, FIG. 1 is a side view of an engine employing the valve operating system driving device, and FIG. FIG. 3 is a partially sectional explanatory view of the engine, FIG. 3 is a vertical sectional view taken along the engine crankshaft taken along the line III-III in FIG. 2, and FIG. 4 is a sectional view taken along the line III-III shown in FIG. FIG. 5 is a diagram for explaining the camshaft in cross section, and FIG. 5 is an explanatory diagram for timing adjustment by the timing adjustment device.
【００１３】エンジン１は、オーバーヘッドカムシャフ
ト型のものであり、Ｖ型二気筒の自動二輪車に搭載され
るものである。エンジン１は、それぞれの気筒２Ｆ（前
側気筒），２Ｒ（後側気筒）には、動弁系駆動装置３
Ｆ，３Ｒが二つそれぞれ別個に設けられている。なお、
符号１ａ１はチェーン室、１ａ２はシリンダーヘッドカ
バー、１ｂはエンジンケースである。The engine 1 is of the overhead camshaft type and is mounted on a V-type two-cylinder motorcycle. The engine 1 has a valve train drive device 3 for each of the cylinders 2F (front cylinder) and 2R (rear cylinder).
Two F and 3R are provided separately. In addition,
Reference numeral 1a1 is a chain chamber, 1a2 is a cylinder head cover, and 1b is an engine case.
【００１４】動弁系駆動装置３Ｆ，３Ｒでは、クランク
シャフト４の右側端部に取り付けられたギア４ａが第１
のアイドルギア５に噛み合っており、該第１アイドルギ
ア５がクランクシャフト４の回転を第１のアイドルシャ
フト６に伝達する。第１アイドルシャフト６は、車体幅
方向に軸が沿うクランクシャフト４に平行かつ上方に位
置しかつ各気筒２Ｆ，２Ｒで挟まれるＶバンクの基端部
近傍に位置する。In the valve train drive devices 3F and 3R, the gear 4a attached to the right end of the crankshaft 4 is the first.
Meshes with the idle gear 5, and the first idle gear 5 transmits the rotation of the crankshaft 4 to the first idle shaft 6. The first idle shaft 6 is located parallel to and above the crankshaft 4 whose axis extends in the vehicle body width direction, and is located near the base end of the V bank sandwiched between the cylinders 2F and 2R.
【００１５】第１アイドルシャフト６の右側端部，左側
端部には、動弁系駆動装置３Ｆ，３Ｒの駆動側スプロケ
ットギア７Ｆ，７Ｒがそれぞれが軸着される。なお、前
側気筒２Ｆの駆動側スプロケットギア７Ｆは，第１アイ
ドルギア５の内側に設置される。また、後側気筒２Ｒの
スプロケットギア７Ｒはシリンダライナーの内周面に沿
う位置近傍に設けられており、第１アイドルシャフト６
が極力幅狭になるように設けられる。Drive side sprocket gears 7F and 7R of valve train drive devices 3F and 3R are axially attached to the right end portion and the left end portion of the first idle shaft 6, respectively. The drive side sprocket gear 7F of the front cylinder 2F is installed inside the first idle gear 5. The sprocket gear 7R of the rear cylinder 2R is provided near the position along the inner peripheral surface of the cylinder liner, and the first idle shaft 6
Is provided so as to be as narrow as possible.
【００１６】第１アイドルシャフトの回転により、駆動
側スプロケットギア７Ｆ，７Ｒが回転しその回転はチェ
ーン８Ｆ，８Ｒを介して被駆動側のスプロケットギア１
０Ｆ，１０Ｒに伝達される。この被駆動側スプロケット
ギア１０Ｆ，１０Ｒは、第２のアイドルギア１１Ｆ，１
１Ｒに回転方向に一体化して第２のアイドルシャフト１
２Ｆ，１２Ｒに軸支しており、第２のアイドルギア１１
Ｆ，１１Ｒがカムシャフト１３Ｆ，１３Ｒの駆動ギア１
４Ｆ，１４Ｒに噛み合って、カムシャフト１３Ｆ，１３
Ｒを回転駆動させるようになっている。The rotation of the first idle shaft causes the drive side sprocket gears 7F and 7R to rotate, and the rotation thereof is transmitted through the chains 8F and 8R to the driven side sprocket gear 1.
It is transmitted to 0F and 10R. The driven side sprocket gears 10F and 10R are the second idle gears 11F and 1R.
The second idle shaft 1 integrated with the 1R in the rotational direction
The second idle gear 11 is pivotally supported on 2F and 12R.
F and 11R are drive gears 1 of camshafts 13F and 13R
4F, 14R meshes with the camshafts 13F, 13F
The R is driven to rotate.
【００１７】次に、図５によりタイミング合わせ設定の
詳細を説明する。なお、図５中の位置決めの各工程１…
に関する部分は各符号［１］…で示し、位置決めマーク
は“マーク１”…で示す。また、カムシャフト１３Ｆ，
１３Ｒとその駆動ギア１４Ｆ，１４Ｒは、排気側（ＥＸ
側）には添字１を、吸気側（ＩＮ側）には添字２をそれ
ぞれ付して示す。Next, the details of the timing adjustment setting will be described with reference to FIG. In addition, each step 1 of positioning in FIG. 5 ...
.., and the positioning mark is indicated by "mark 1" .... In addition, the camshaft 13F,
13R and its drive gears 14F and 14R are on the exhaust side (EX
The subscript 1 is attached to the side) and the subscript 2 is attached to the intake side (IN side).
【００１８】〔工程１〕まず、前側気筒２Ｆにおいて、
第１アイドルシャフト６と第２アイドルシャフト１２Ｆ
のそれぞれの中心Ｏ１，Ｏ２間を結ぶ軸線Ｌ１を基準
に、駆動側スプロケット７Ｆの歯底位置７Ｆｂが前記軸
線Ｌ１上に乗るように、“マーク１”を決める。[Step 1] First, in the front cylinder 2F,
First idle shaft 6 and second idle shaft 12F
Based on the axis L1 connecting the respective centers O1 and O2 of the above, "mark 1" is determined so that the tooth bottom position 7Fb of the drive side sprocket 7F is on the axis L1.
【００１９】〔工程２〕チェーン８Ｆをその張り側（図
５では上側）に辿っていって、チェーンピッチの整数倍
のところで被駆動側スプロケットギア１０Ｆの前記軸線
Ｌ１に近い歯底１０Ｆｂ１の位置を決める。例えば、チ
ェーンピッチが６．３５mmであれば整数Ｎ倍の距離が
６．３５Ｎ（mm）の位置に決める。[Step 2] The chain 8F is traced to the tension side (the upper side in FIG. 5), and the position of the tooth bottom 10Fb1 near the axis L1 of the driven side sprocket gear 10F is located at an integral multiple of the chain pitch. Decide For example, if the chain pitch is 6.35 mm, the distance N times the integer is determined to be 6.35 N (mm).
【００２０】〔工程３〕一方のカム駆動ギア１４Ｆ（排
気側カム駆動ギア１４Ｆ1，吸気側カム駆動ギア１４
Ｆ2）についてのマークを決める。つまり、第２のアイ
ドルシャフト１２Ｆの中心軸Ｏ２とカムシャフト１３の
中心軸１３Ｆｃとの最短距離に近い長さとなる位置に互
いに被駆動スプロケットギア１０Ｆ歯底１０Ｆｂ２位
置、カム駆動ギア１４Ｆ歯先位置１４Ｆｔになるよう
に、“マーク２”、“マーク３”を決める。[Step 3] One cam drive gear 14F (exhaust side cam drive gear 14F 1 , intake side cam drive gear 14)
Determine the mark for F 2 ). That is, the driven sprocket gear 10F tooth bottom 10Fb2 position and the cam drive gear 14F tooth tip position 14Ft are located at a position close to the shortest distance between the central axis O2 of the second idle shaft 12F and the central axis 13Fc of the cam shaft 13. “Mark 2” and “Mark 3” are determined so that
【００２１】〔工程４〕ヘッドカバー１ａ２の合わせ面
と平行になるように排気側カム駆動ギア１４Ｆ1に“マ
ーク４”を決める。そして、他方の吸気側カム駆動ギア
１４Ｆ2についてのマークを、前記“マーク２”〜“マ
ーク４”と同様に“マーク５”、“マーク６”、“マー
ク７”を決める。[Step 4] The "mark 4" is determined on the exhaust side cam drive gear 14F 1 so as to be parallel to the mating surface of the head cover 1a2. Then, the marks for the other intake-side cam drive gear 14F 2 are determined as “mark 5”, “mark 6”, and “mark 7” in the same manner as “mark 2” to “mark 4”.
【００２２】〔工程５〕上記のようにマークを決めた前
側気筒２Ｆのカムシャフト回りの位置関係（被駆動側ス
プロケットギア１０Ｆ、第２のアイドルギア１１Ｆ、軸
線Ｌ１等）をそのまま後側気筒２Ｒのカムシャフト１３
Ｒ回りに移植して被駆動側スプロケットギア１０Ｒの記
軸線Ｌ２に近い歯底１０Ｒｂの位置を決める（相対的に
前記歯底１０Ｆｂ１位置と同じ位置になる。）。[Step 5] The positional relationship (camera side sprocket gear 10F, second idle gear 11F, axis L1 and the like) around the camshaft of the front cylinder 2F having the marks set as described above is directly applied to the rear cylinder 2R. Camshaft 13
It is transplanted around R to determine the position of the tooth bottom 10Rb close to the axis L2 of the driven side sprocket gear 10R (relatively the same as the tooth bottom 10Fb1 position).
【００２３】〔工程６〕前記歯底１０Ｒｂからチェーン
８Ｒの張り側（図５では下側）を逆に辿って前側気筒２
Ｆと同様のチェーン長さ（６．３５Ｎ（mm））となるよ
うに、駆動側スプロケット７Ｒの歯底位置７Ｒｂを出し
“マーク８”とする。前側気筒２Ｆと後側気筒２Ｒのそ
れぞれのチェーン８Ｆと８Ｒとの張り側のラインが全く
同一ならば、この“マーク８”は前側気筒２Ｆと同様
に、前記軸線Ｌ２上に乗るが、通常少しラインがことな
る。実施形態ではアイドル軸線Ｌ２に対して角度βずれ
ている。[Step 6] The front side cylinder 2 is traced backward from the tooth bottom 10Rb to the tension side of the chain 8R (lower side in FIG. 5).
The tooth bottom position 7Rb of the drive-side sprocket 7R is taken out and designated as "mark 8" so that the chain length is the same as F (6.35 N (mm)). If the lines on the tension side of the chains 8F and 8R of the front cylinder 2F and the rear cylinder 2R are exactly the same, this "mark 8" is on the axis L2 as in the front cylinder 2F, but usually a little The line is different. In the embodiment, the angle β is deviated from the idle axis L2.
【００２４】したがって、バルブ開閉用タイミングマー
クの設定を動弁系被駆動側のスプロケットギア１０Ｆ，
１０Ｒを起点に設定するので、それぞれの動弁系駆動装
置３Ｆ、３Ｒのそれぞれのタイミング設定を同様に行う
ことができる。また、前側気筒２Ｆ，後側気筒２Ｒのヘ
ッドカバーの合わせ面の前記軸線Ｌ１，Ｌ２に対する傾
き角度は同様の角度αとすることができる。よって、前
側気筒２Ｆと後側気筒２Ｒとのそれぞれの動弁系駆動装
置３Ｆと３Ｒとにおいての被駆動側スプロケットギア１
０Ｆと１０Ｒとを、排気側カム駆動ギア１４Ｆ1と１４
Ｒ1とを、吸気側カム駆動ギア１４Ｆ2と１４Ｒ2とを、
排気側カムシャフト１３Ｆ1と１３Ｒ1とを、吸気側カム
シャフト１３Ｆ2と１３Ｒ2とを、それぞれ共通化するこ
とができるので、部品を共通に使用することができる。Accordingly, the valve opening / closing timing mark is set by setting the sprocket gear 10F on the driven side of the valve system.
Since 10R is set as the starting point, it is possible to similarly set the timings of the respective valve train drive devices 3F, 3R. Further, the inclination angles of the mating surfaces of the head covers of the front cylinder 2F and the rear cylinder 2R with respect to the axes L1 and L2 can be the same angle α. Therefore, the driven side sprocket gear 1 in the valve train drive devices 3F and 3R of the front cylinder 2F and the rear cylinder 2R, respectively.
0F and 10R are connected to the exhaust side cam drive gears 14F 1 and 14
R 1 and intake side cam drive gears 14F 2 and 14R 2
Since the exhaust side camshafts 13F 1 and 13R 1 can be made common to the intake side camshafts 13F 2 and 13R 2 , respectively, parts can be commonly used.
【００２５】また、一方の動弁系駆動装置３Ｆは、駆動
側スプロケットギア７Ｆ中心軸Ｏ１と被駆動側スプロケ
ットギア１０Ｆ中心軸Ｏ２とを繋いだ軸線Ｌ１上に駆動
側スプロケットギア７Ｆの歯底を位置させ、他方の動弁
系駆動装置３Ｒは、駆動側スプロケットギア７Ｒ中心軸
と被駆動側スプロケットギア１０Ｒ中心軸とを繋いだ軸
線Ｌ２上からずらして駆動側スプロケットギア７Ｒの歯
底７Ｒｂを位置させてタイミングマークの設定を行うよ
うにしたので、前側気筒２Ｆ、後側気筒２Ｒのチェーン
８Ｆ，８Ｒのラインが異なるものでも、部品を共通化す
ることができる。Further, the one valve operating system drive 3F has the tooth bottom of the drive side sprocket gear 7F on the axis L1 connecting the center axis O1 of the drive side sprocket gear 7F and the center axis O2 of the driven side sprocket gear 10F. The other valve operating system drive device 3R positions the tooth bottom 7Rb of the drive side sprocket gear 7R by displacing it from the axis L2 connecting the drive side sprocket gear 7R central axis and the driven side sprocket gear 10R central axis. Since the timing marks are set by doing so, even if the lines of the chains 8F and 8R of the front cylinder 2F and the rear cylinder 2R are different, the parts can be made common.
【００２６】なお、当初に工程１で示してように、駆動
側を基準にする理由は、エンジン１のクランク側から順
番に組んで行くからである。また、チェーン８Ｆを駆動
側スプロケット７Ｆに掛けた時に起点がアイドルシャフ
ト６，１２Ｆの軸線Ｌ１上の方がチェーン８Ｆを両方で
引っ張ったときに両方のチェーン８Ｆにかかる力が均衡
し易いのでアイドルシャフト６が回転しにくいからであ
る。Incidentally, as shown in the first step, the reason for using the drive side as a reference is that the engine 1 is assembled in order from the crank side. Further, when the chain 8F is hung on the drive side sprocket 7F, the starting point is on the axis L1 of the idle shafts 6 and 12F, and when the chain 8F is pulled by both, the forces applied to both chains 8F are easily balanced, so the idle shaft This is because 6 is hard to rotate.
【００２７】前記実施の形態では、駆動側および被駆動
側のスプロケットギアとチェーンによるチェーン駆動の
動弁系駆動装置を示したが、本発明はこれに限定され
ず、コックドベルトを採用した動弁系駆動装置も含むも
のである。In the above embodiment, the chain drive valve system drive device using the sprocket gears on the driving side and the driven side and the chain has been described, but the present invention is not limited to this, and a drive employing a cocked belt is used. It also includes a valve system drive device.
【００２８】[0028]
【発明の効果】以上説明した通り請求項１の発明によれ
ば、複数の動弁系駆動装置のそれぞれのタイミング設定
を同様に行うことができる。したがって、それぞれの動
弁系駆動装置の被駆動側スプロケットギアあるいはカム
シャフト等を共通化することができるので、部品を共通
に使用することができる。As described above, according to the first aspect of the invention, it is possible to similarly set the timing of each of the plurality of valve train drive devices. Therefore, since the driven side sprocket gear or the cam shaft of each valve train drive device can be made common, the parts can be commonly used.
【００２９】請求項２の発明によれば、一方の動弁系駆
動装置は、駆動側スプロケットギア中心軸と被駆動側ス
プロケットギア中心軸とを繋いだ軸線上に駆動側スプロ
ケットギアの歯底を位置させ、他方の動弁系駆動装置
は、駆動側スプロケットギア中心軸と被駆動側スプロケ
ットギア中心軸とを繋いだ軸線上からずらして駆動側ス
プロケットギアの歯底を位置させるので、各動弁系駆動
装置のそれぞれのチェーンのラインが異なるものでも、
部品を共通化することができる。According to the second aspect of the present invention, in one valve train drive device, the bottom of the drive-side sprocket gear is located on the axis connecting the drive-side sprocket gear center shaft and the driven-side sprocket gear center shaft. Since the other valve train drive device is located on the bottom of the drive side sprocket gear by displacing it from the axis connecting the drive side sprocket gear center shaft and the driven side sprocket gear center shaft, Even if each chain line of the system drive device is different,
Parts can be shared.
【図１】本発明の実施形態に係る動弁系駆動装置のタイ
ミング合わせ装置の説明図であって、該動弁系駆動装置
を採用したエンジンの側面図である。FIG. 1 is an explanatory diagram of a timing adjustment device for a valve train drive system according to an embodiment of the present invention, and is a side view of an engine that employs the valve drive system drive system.
【図２】エンジンの一部断面視した説明図である。FIG. 2 is an explanatory view showing a partial cross-section of an engine.
【図３】図２のIII−III線に沿うエンジンのクランクシ
ャフトに沿う縦断面図である。3 is a vertical cross-sectional view taken along the crankshaft of the engine taken along the line III-III in FIG.
【図４】図２のIII−III線に沿う断面図でシリンダヘッ
ドを断面視したカムシャフトを説明する図である。FIG. 4 is a view for explaining a camshaft, which is a sectional view of a cylinder head, taken along the line III-III in FIG.
【図５】タイミング合わせ装置によるタイミング合わせ
の説明図である。FIG. 5 is an explanatory diagram of timing adjustment by the timing adjustment device.
１ エンジン ２Ｆ，２Ｒ 前側気筒，後側気筒 ３Ｆ，３Ｒ 前側気筒，後側気筒の動弁系駆動装置 ４ クランクシャフト ６ 第１のアイドルシャフト ７Ｆ，７Ｒ 前側気筒，後側気筒の駆動側スプロケット ８Ｆ，８Ｒ チェーン １０Ｆ，１０Ｒ 前側気筒，後側気筒の被駆動側スプロ
ケットギア １１Ｆ，１１Ｒ 前側気筒，後側気筒の第２のアイドル
ギア １３Ｆ，１３Ｒ 前側気筒，後側気筒のカムシャフト １４Ｆ，１４Ｒ 前側気筒，後側気筒の駆動ギア1 engine 2F, 2R front cylinder, rear cylinder 3F, 3R front cylinder, rear cylinder valve drive system 4 crankshaft 6 first idle shaft 7F, 7R front cylinder, rear cylinder drive sprocket 8F, 8R chain 10F, 10R front cylinder, rear cylinder driven side sprocket gear 11F, 11R front cylinder, rear cylinder second idle gear 13F, 13R front cylinder, rear cylinder camshaft 14F, 14R front cylinder, Rear cylinder drive gear
Claims (2)
のクランクシャフトの回転を駆動側スプロケットから無
端連続体を介してカムシャフト回転用の被駆動側のスプ
ロケットに伝達するようにした動弁系駆動装置を複数有
するＶ型エンジンあるいは水平対向エンジンであって、
各スプロケットの外周縁に歯状部が形成されかつ無端連
続体に該歯状部に噛み合う凹凸部を有し、該動弁系駆動
装置の駆動側と被駆動側とのタイミングを合わせる装置
において、 バルブ開閉用タイミングマークの設定を、動弁系被駆動
側を起点に設定することを特徴とするエンジン動弁系駆
動装置のタイミング合わせ装置。1. A plurality of valve train drive devices adapted to transmit the rotation of a crankshaft of an overhead camshaft type engine from a drive side sprocket to a driven side sprocket for rotating a camshaft through an endless continuous body. V-type engine or horizontally opposed engine,
A device in which a toothed portion is formed on the outer peripheral edge of each sprocket and has an uneven portion that meshes with the toothed portion in an endless continuous body, and in which the timings of the driving side and the driven side of the valve train drive device are matched, A timing adjusting device for an engine valve system drive device, wherein the valve opening / closing timing mark is set from the driven side of the valve system.
ケット中心軸と被駆動側スプロケット中心軸とを繋いだ
軸線上に駆動側スプロケットの歯底を位置させ、 他方の動弁系駆動装置は、駆動側スプロケット中心軸と
被駆動側スプロケット中心軸とを繋いだ軸線上からずら
して駆動側スプロケットの歯底を位置させてタイミング
マークの設定を行うようにしたことを特徴とする請求項
１に記載のエンジン動弁系駆動装置のタイミング合わせ
装置。2. The one valve operating system drive device has the root of the drive side sprocket positioned on an axis connecting the drive side sprocket center shaft and the driven side sprocket center shaft, and the other valve drive system drive device. The timing mark is set by shifting the sprocket center axis of the driving side sprocket and the center axis of the driven side sprocket from the axis line connecting the driving side sprocket center axis and the tooth bottom of the driving side sprocket. 13. A timing adjusting device for an engine valve drive system according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05502096A JP3591117B2 (en) | 1996-03-12 | 1996-03-12 | Timing adjustment device for engine valve train drive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP05502096A JP3591117B2 (en) | 1996-03-12 | 1996-03-12 | Timing adjustment device for engine valve train drive |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH09250314A true JPH09250314A (en) | 1997-09-22 |
| JP3591117B2 JP3591117B2 (en) | 2004-11-17 |
Family
ID=12986993
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP05502096A Expired - Fee Related JP3591117B2 (en) | 1996-03-12 | 1996-03-12 | Timing adjustment device for engine valve train drive |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3591117B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2003078801A1 (en) * | 2002-02-20 | 2003-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Engine valve moving device |
| JP2007016633A (en) * | 2005-07-05 | 2007-01-25 | Mikuni Corp | Multiple cylinder engine and valve open/close timing changing unit for multiple cylinder engine |
| JP2010096105A (en) * | 2008-10-17 | 2010-04-30 | Toyota Motor Corp | Cam drive device |
| EP2907981A1 (en) * | 2014-02-14 | 2015-08-19 | Honda Motor Co., Ltd. | Valve train system drive device of engine |
| JP2015178816A (en) * | 2014-03-19 | 2015-10-08 | 本田技研工業株式会社 | internal combustion engine |
-
1996
- 1996-03-12 JP JP05502096A patent/JP3591117B2/en not_active Expired - Fee Related
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2003078801A1 (en) * | 2002-02-20 | 2003-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Engine valve moving device |
| US6966290B2 (en) | 2002-02-20 | 2005-11-22 | Yamaha Hatsudoki Kabushiki Kaisha | Engine valve train device |
| CN100451298C (en) * | 2002-02-20 | 2009-01-14 | 雅马哈发动机株式会社 | Engine valve moving device |
| JP2007016633A (en) * | 2005-07-05 | 2007-01-25 | Mikuni Corp | Multiple cylinder engine and valve open/close timing changing unit for multiple cylinder engine |
| JP4584786B2 (en) * | 2005-07-05 | 2010-11-24 | 株式会社ミクニ | Valve opening / closing timing change unit for multi-cylinder engines and multi-cylinder engines |
| JP2010096105A (en) * | 2008-10-17 | 2010-04-30 | Toyota Motor Corp | Cam drive device |
| EP2907981A1 (en) * | 2014-02-14 | 2015-08-19 | Honda Motor Co., Ltd. | Valve train system drive device of engine |
| JP2015178816A (en) * | 2014-03-19 | 2015-10-08 | 本田技研工業株式会社 | internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3591117B2 (en) | 2004-11-17 |
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