JPS6361704A - Adjusting device for air intake and exhaust timing in engine - Google Patents
Adjusting device for air intake and exhaust timing in engineInfo
- Publication number
- JPS6361704A JPS6361704A JP20364786A JP20364786A JPS6361704A JP S6361704 A JPS6361704 A JP S6361704A JP 20364786 A JP20364786 A JP 20364786A JP 20364786 A JP20364786 A JP 20364786A JP S6361704 A JPS6361704 A JP S6361704A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- engine
- swinging
- intake
- camshaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 claims description 8
- 238000004804 winding Methods 0.000 claims description 5
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002040 relaxant effect Effects 0.000 description 1
- 125000006850 spacer group Chemical group 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 229920003002 synthetic resin Polymers 0.000 description 1
- 239000000057 synthetic resin Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/348—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear by means acting on timing belts or chains
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明はv形に配置した2個のシリンダ列を有するV
形エンジンにおいて、吸気弁と排気弁とが同時に開弁す
る、いわゆるオーバーラツプ時期を大小に調整可能とす
る装置に関するための吸排気時期の調節装置に関する。Detailed Description of the Invention [Industrial Field of Application] The present invention relates to a V cylinder having two cylinder rows arranged in a V-shape.
The present invention relates to an intake/exhaust timing adjustment device for a type engine that can adjust the so-called overlap timing, in which the intake valve and the exhaust valve open at the same time, to be large or small.
従来、吸気弁と排気弁との開閉時期を変化させて、いわ
ゆる吸排気弁の開弁オーバーラツプ量を大小に調節する
装置として、シリンダヘッドに設けた吸気カム軸と排気
カム軸とクランク軸との間に調時ベルトを巻回し、前記
カム軸の一方に巻き付けられた部分を外方のロッカーア
ームで一側と他側とに回動させる技術が知られている(
例えば、特開昭58−134629号公報)。Conventionally, as a device for adjusting the valve opening overlap amount of the intake and exhaust valves by changing the opening/closing timing of the intake and exhaust valves, a device has been used to adjust the valve opening overlap amount of the intake and exhaust valves. A technique is known in which a timing belt is wound between the camshafts and the part wound around one side of the camshaft is rotated from one side to the other by an outer rocker arm (
For example, Japanese Patent Laid-Open No. 58-134629).
しかしながら、このような技術をV形エンジンに適用し
ようとするには、各シリンダ列毎にアクチュエータを用
意する必要があシ、動弁系の構造が複雑となって車両重
量が増すばか夛か、精度の向上が困難となり製造コスト
を高める不具合がある。However, in order to apply such technology to a V-type engine, it is necessary to prepare an actuator for each cylinder row, which would complicate the structure of the valve train and increase the weight of the vehicle. There is a problem in that it is difficult to improve accuracy and increases manufacturing costs.
〔発明の目的、問題を解決する手段の概要〕この発明は
上記不具合を解消し、構造が簡単でかつ各シリンダ列毎
の制御を精度よく行うことを目的とするものであシ、V
形に配置された2個のシリンダ列に、クランク軸と平行
にカム軸と排気カム軸とをそれぞれ設け、両カム軸に設
けた各カム歯車とクランク軸に設けた調時歯車との間に
巻掛は伝動手段を巻回し、その巻掛は伝動手段を排気カ
ム軸と吸気カム軸との間を通して内側へ引き込み、補助
プーリを介して工/ジン本体に支持した揺動腕に軸受し
、少なくとも一方の揺動腕をエンジンの運転状態に応じ
て作動する揺動手段に連結すると共に、両シリンダ列の
揺動腕間をリンクによって連結した点に特徴がある。[Object of the invention, summary of means for solving the problem] The purpose of the present invention is to solve the above-mentioned problems, have a simple structure, and accurately control each cylinder row.
A camshaft and an exhaust camshaft are provided in parallel to the crankshaft in two rows of cylinders arranged in a shape, and a camshaft is provided between each cam gear provided on both camshafts and a timing gear provided on the crankshaft. The winding winds the transmission means, and the winding pulls the transmission means inward through the space between the exhaust camshaft and the intake camshaft, and bears the transmission means on a swinging arm supported on the engine body via an auxiliary pulley. The present invention is characterized in that at least one of the swinging arms is connected to a swinging means that operates according to the operating state of the engine, and the swinging arms of both cylinder rows are connected by a link.
エンジンの速度が上昇すると、揺動手段によシ両シリン
ダ列の揺動腕が回動し、揺動腕に支持した補助プーリの
一方が巻掛は伝動手段たる歯付ベルトを緊張させ、他方
がこれを弛緩させるから、両シリンダ列の内側のカム軸
は同時に所定の角度だけ進角或いは遅角され、その結果
、吸気弁と排気弁とが同時に開弁する期間、いわゆる吸
排気弁のオーバーラツプ期間が大小に変化する。When the speed of the engine increases, the swinging arms of both cylinder rows are rotated by the swinging means, and one of the auxiliary pulleys supported by the swinging arm tightens the toothed belt, which is the transmission means, and the other As a result, the inner camshafts of both cylinder rows are simultaneously advanced or retarded by a predetermined angle, resulting in a period in which the intake and exhaust valves open at the same time, so-called intake and exhaust valve overlap. The period changes in size.
以下、図示の実施例によってこの発明を説明すると、図
中、1はV形6気筒エンジンであシ、シリンダブロック
2の上面には各3個の気筒を有する2個のシリンダ列R
,Lが設けられている。各シリンダ列R,Lには、シリ
ンダブロック2、シリンダヘッド3およびピストン4と
からなる燃焼室5が形成され、燃焼室5は気筒を構成し
ている。Hereinafter, the present invention will be explained with reference to the illustrated embodiment. In the figure, 1 is a V-type six-cylinder engine, and on the upper surface of the cylinder block 2 are two cylinder rows R each having three cylinders.
, L are provided. A combustion chamber 5 consisting of a cylinder block 2, a cylinder head 3, and a piston 4 is formed in each cylinder row R, L, and the combustion chamber 5 constitutes a cylinder.
6はクランク軸、7はコンロッドである。6 is a crankshaft, and 7 is a connecting rod.
各燃焼室5には吸気弁8を介して吸気通路9と、排気弁
10を介して排気通路11とが接続されている。各シリ
ンダ列R,Lの吸気通路9はVバンクの内側に配置され
、排気通路12は外側に配置されている。Each combustion chamber 5 is connected to an intake passage 9 via an intake valve 8 and an exhaust passage 11 via an exhaust valve 10. The intake passages 9 of each cylinder row R, L are arranged inside the V bank, and the exhaust passages 12 are arranged outside.
14は吸気弁8を開閉する吸気カム軸、15は排気弁1
0を開閉する排気カム軸であシ、両カム軸14.15に
は第1図で示すように、吸気カム歯車16と排気カム歯
車17とが取付けられている。各カム歯車16と17に
はクランク軸6に取付けられた駆動歯車18との間には
巻掛は伝動手段たる歯付きベルト19が巻回され、それ
らはクランク軸6によって駆動される。なお、クランク
軸6の外方に示しだ時計方向の矢印はクランク軸6の回
転方向を示す。14 is an intake camshaft that opens and closes the intake valve 8; 15 is an exhaust valve 1;
As shown in FIG. 1, an intake cam gear 16 and an exhaust cam gear 17 are attached to both camshafts 14 and 15. A toothed belt 19 serving as a transmission means is wound around each of the cam gears 16 and 17 and a drive gear 18 attached to the crankshaft 6, and these belts are driven by the crankshaft 6. Note that a clockwise arrow shown outside the crankshaft 6 indicates the direction of rotation of the crankshaft 6.
こ\で、この発明において歯付きベルト19は、両カム
軸14.15の外面に巻き付けられると共に、それらの
間を通して内側へ引込まれ、そこには外面が平滑に形成
された補助プーリ21が挿通されている。補助プーリ2
1は第4図、第5図で示すように、揺動腕23上に突設
したボス22へ回転自在に軸受けされており、揺動腕2
3はポルト24と球軸受25とによってシリンダヘッド
3の側面へ回動自在釦枢支されている。なお、揺動腕2
3は次のようにして、歯付きベルト19の張力による浮
き上がシを防止している。すなわち、揺動腕23には長
孔26が形成され、同じくシリンダヘッド3の側面へボ
ルト27によυ取付けられた合成樹脂製の鍔付スペーサ
28がこれに遊合すると共に、ワッシャ29との間に揺
動腕23を摺動自在に挾持している。また、揺動腕23
は更に他側の下面をシリンダヘッド3の側面へ突出させ
た突起30によって支持している。Therefore, in this invention, the toothed belt 19 is wrapped around the outer surfaces of both camshafts 14 and 15, and is drawn inward through the space between them, through which the auxiliary pulley 21 having a smooth outer surface is inserted. has been done. Auxiliary pulley 2
1 is rotatably supported by a boss 22 protruding from a swinging arm 23, as shown in FIGS. 4 and 5.
3 is rotatably supported on the side surface of the cylinder head 3 by a port 24 and a ball bearing 25. In addition, the swinging arm 2
3 prevents the toothed belt 19 from lifting due to tension as follows. That is, a long hole 26 is formed in the swinging arm 23, and a flanged spacer 28 made of synthetic resin, which is also attached to the side surface of the cylinder head 3 with a bolt 27, is loosely fitted therein, and is also fitted with a washer 29. A swinging arm 23 is slidably held between them. In addition, the swinging arm 23
Further, the lower surface of the other side is supported by a projection 30 that projects toward the side surface of the cylinder head 3.
31は各シリンダ列R,Lの揺動腕23 、23間を連
結するロッドである。Reference numeral 31 denotes a rod that connects the swinging arms 23, 23 of each cylinder row R, L.
32は揺動腕23をエンジンの運転状態に応じて揺動さ
せる揺動手段であり、例えば、第1図で示すように揺動
腕23に、或いは第6図で示すようにロッド31へ連結
される。Reference numeral 32 denotes a swinging means for swinging the swinging arm 23 according to the operating state of the engine, and for example, it is connected to the swinging arm 23 as shown in FIG. 1 or to the rod 31 as shown in FIG. be done.
すなわち、揺動腕23にはボルト24の軸の回りにプー
リ33が付設され、エンジンの速度変化に応じて作動す
るステップモータ(図示してない)の軸34に固定した
他方のプーリ35との間を、ボーデンワイヤ36によっ
て連結しである。斯くて、他方のステップモータが回転
すると揺動腕23はそれに応じて左右に回動する。That is, a pulley 33 is attached to the swinging arm 23 around the axis of the bolt 24, and the pulley 33 is connected to the other pulley 35 fixed to the axis 34 of a step motor (not shown) that operates in response to changes in engine speed. They are connected by a Bowden wire 36. Thus, when the other step motor rotates, the swing arm 23 rotates left and right accordingly.
また、他の実施例ではロッド31の途中にランク38を
介在させ、これに噛合するピニオン39をエンジンの運
転状態に応じて回転制御される前記ステップモータ(図
示してない)の軸に形成したものである。In another embodiment, a rank 38 is interposed in the middle of the rod 31, and a pinion 39 that meshes with the rank 38 is formed on the shaft of the step motor (not shown) whose rotation is controlled according to the operating state of the engine. It is something.
なお、図中、40は歯付きベルト19の緊張車であシ、
ベルト19の外面にはね41によって押し付けられてい
る。In addition, in the figure, 40 is the tension wheel of the toothed belt 19.
It is pressed against the outer surface of the belt 19 by a spring 41.
したがって、クランク軸6の速度が低速にある間、ステ
ップモータは反時計方向に回動し、プーリ33およびこ
れに連結された左右のシリンダ列R,Lの揺動腕23を
同方向へ回動させる。よって、左側の気筒では補助プー
リ21が歯付きベルト19の緊張を強め、右側の気筒で
は緊張を緩めるので両気筒間に跨がって張設された部分
19aが右党筒R側から左気筒り側へと移動し、両党筒
の吸気カム歯車16を相対的に反時計方向へ回動させ、
これに連なる吸気カム軸14を同方向へ回動させて吸気
弁8の開閉時期を遅らせる。従って、予め設定された吸
排気弁のオーバーラツプ期間が減少する。Therefore, while the speed of the crankshaft 6 is low, the step motor rotates counterclockwise, and rotates the pulley 33 and the swinging arms 23 of the left and right cylinder rows R and L connected thereto in the same direction. let Therefore, the auxiliary pulley 21 strengthens the tension of the toothed belt 19 in the left cylinder, and loosens the tension in the right cylinder, so that the part 19a stretched across both cylinders moves from the right cylinder R side to the left cylinder. and relatively rotate the intake cam gears 16 of both cylinders counterclockwise.
The intake camshaft 14 connected to this is rotated in the same direction to delay the opening/closing timing of the intake valve 8. Therefore, the preset overlap period of the intake and exhaust valves is reduced.
クランク軸6の速度が予定以上の高速に達するとステッ
プモータは時計方向に回動し、プーリ33およびこれに
連結された左右のシリンダ列R,Lの揺動腕23を同方
向へ回動させる。その結果、上述とは逆に吸気弁8の開
閉時期を進ませる。従って、予め設定された吸排気弁の
オーバーラツプ期間が増大する。When the speed of the crankshaft 6 reaches a higher speed than expected, the step motor rotates clockwise, causing the pulley 33 and the swing arms 23 of the left and right cylinder rows R and L connected thereto to rotate in the same direction. . As a result, the opening/closing timing of the intake valve 8 is advanced, contrary to the above. Therefore, the preset overlap period of the intake and exhaust valves increases.
この発明は以上のように、左右2個のシリンダ列R,L
の排気カム軸と吸気カム軸との間を連結する巻掛は伝動
手段を両カム軸の間を通して内側へ引き込み、それを補
助プーリによって同時に緊張或いは弛緩させることによ
り、両シリンダ列の内側に配された吸気カム軸を所定の
角度だけ同時に進角或いは遅角させ、吸排気弁のオーツ
(−ラップ期間を大小に制御するものである。As described above, this invention has two cylinder rows R and L on the left and right.
The winding that connects the exhaust camshaft and the intake camshaft is arranged inside both cylinder rows by pulling the transmission means inward through the space between the two camshafts and simultaneously tensioning or relaxing it with an auxiliary pulley. This is to advance or retard the intake camshafts by a predetermined angle at the same time, thereby controlling the overlapping period of the intake and exhaust valves.
よって、左右の気筒の吸排気時期を正確に同期させて調
節することができる上、アクチュエータ(ステップモー
タ)を両党筒に共用出来るので、構造を簡単にすること
ができる効果がある。Therefore, the intake and exhaust timings of the left and right cylinders can be accurately synchronized and adjusted, and the actuator (step motor) can be shared by both cylinders, which has the effect of simplifying the structure.
図面はこの発明の一実施例を示すもので、第1図はV形
エンジンの動弁系を示す正面図、第2図はエンジン本体
の構成を示す断面図、第3図は第1図の要部を示す拡大
正面図、第4図はそのIV−■断面図、第5図はV−V
断面図、第6図は他の実施例を示す第1図相当の正面図
である。
14・・・・・・吸気カム軸、 15・・・・・・
排気カム軸、19・・・・・・歯付きベルト、21・・
・・・・補助プーリ、23・・・・・・揺動腕、32・
・・・・・揺動手段。The drawings show one embodiment of the present invention; FIG. 1 is a front view showing the valve train of a V-type engine, FIG. 2 is a sectional view showing the structure of the engine body, and FIG. An enlarged front view showing the main parts, Fig. 4 is a sectional view taken along IV-■, and Fig. 5 is taken along V-V.
The sectional view and FIG. 6 are front views corresponding to FIG. 1 showing another embodiment. 14...Intake camshaft, 15...
Exhaust camshaft, 19...Toothed belt, 21...
... Auxiliary pulley, 23 ... Swing arm, 32.
・・・・Swinging means.
Claims (4)
軸と平行にカム軸と排気カム軸とをそれぞれ設け、両カ
ム軸に設けた各カム歯車とクランク軸に設けた調時歯車
との間に巻掛け伝動手段を巻回し、その巻掛け伝動手段
を排気カム軸と吸気カム軸との間を通して内側へ引き込
み、補助プーリを介してエンジン本体に支持した揺動腕
に軸受し、少なくとも一方の揺動腕をエンジンの運転状
態に応じて作動する揺動手段に連結すると共に、両シリ
ンダ列の揺動腕間をリンクによつて連結してなるエンジ
ンの吸排気時期の調節装置。(1) A camshaft and an exhaust camshaft are provided in parallel to the crankshaft in two cylinder rows arranged in a V shape, and each cam gear is provided on both camshafts and a timing gear is provided on the crankshaft. A winding transmission means is wound between the exhaust camshaft and the intake camshaft, and the winding transmission means is drawn inward through the exhaust camshaft and the intake camshaft, and is bearing on a swinging arm supported on the engine body via an auxiliary pulley. An engine intake/exhaust timing adjustment device in which at least one swinging arm is connected to a swinging means that operates according to the operating state of the engine, and the swinging arms of both cylinder rows are connected by a link.
許請求の範囲第1項記載のエンジンの吸排気時期の調節
装置。(2) The engine intake/exhaust timing adjusting device according to claim 1, wherein the swinging means is provided in the middle of the link.
求の範囲第1項記載のエンジンの吸排気時期の調節装置
。(3) The engine intake/exhaust timing adjusting device according to claim 1, wherein the swinging means is connected to one of the swinging arms.
に連結されている特許請求の範囲第1項記載のエンジン
の吸排気時期の調節装置。(4) The engine intake/exhaust timing adjusting device according to claim 1, wherein the swinging means is connected to one of the swinging arms via a Bowden wire.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20364786A JPS6361704A (en) | 1986-09-01 | 1986-09-01 | Adjusting device for air intake and exhaust timing in engine |
US07/047,053 US4726331A (en) | 1986-05-06 | 1987-05-06 | Means for variable valve timing for engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP20364786A JPS6361704A (en) | 1986-09-01 | 1986-09-01 | Adjusting device for air intake and exhaust timing in engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS6361704A true JPS6361704A (en) | 1988-03-17 |
Family
ID=16477506
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP20364786A Pending JPS6361704A (en) | 1986-05-06 | 1986-09-01 | Adjusting device for air intake and exhaust timing in engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS6361704A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007294161A (en) * | 2006-04-21 | 2007-11-08 | Polymatech Co Ltd | Anisotropic conductive sheet and method of manufacturing the same |
-
1986
- 1986-09-01 JP JP20364786A patent/JPS6361704A/en active Pending
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007294161A (en) * | 2006-04-21 | 2007-11-08 | Polymatech Co Ltd | Anisotropic conductive sheet and method of manufacturing the same |
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