JP4584786B2 - Valve opening / closing timing change unit for multi-cylinder engines and multi-cylinder engines - Google Patents

Description

  The present invention relates to a multi-cylinder engine and a valve opening / closing timing changing unit of the multi-cylinder engine, and more particularly to a camshaft in which a valve opening / closing timing changing device is directly provided.

  Conventionally, a DOHC V-type engine 100 configured to drive cam shafts 106 and 108 provided in the banks 102 and 104 with pulleys 110, 112, and 114 as shown in FIG. For example, see Patent Document 1).

  The V-type engine 100 includes a casing 116, and a plurality of cylinders 118 are arranged in the casing 116. Each piston of each cylinder 118 rotates the crankshaft 120 via each connecting rod.

  Camshafts 106, 108, 122, 124 for opening and closing (driving) the valves of the cylinder 118 are provided on the upper portion of the cylinder 118. The camshafts 106 and 108 are camshafts for driving intake valves, and the camshafts 122 and 124 are camshafts for driving exhaust valves. The longitudinal direction of each camshaft 106, 108, 122, 124 (extension direction of the rotation center axis; left-right direction in FIG. 5A) and the longitudinal direction of the crankshaft 120 (extension direction of the rotation center axis) are the same. I'm doing it.

  A pulley 110 is provided on one end of the camshaft 106 of one bank 102, a pulley 112 is provided on one end of the other bank 104, and a pulley is provided on one end of the crankshaft 120. 114 is provided.

  A belt 130 is wound around each of the pulleys 110, 112, and 114. The camshaft 106 and the camshaft 122 are interlocked and connected to each other by a gear 126 and the like. The camshaft 108 and the camshaft 124 are geared together. 128 and so on. The rotational force of the crankshaft 120 is transmitted to the camshafts 106, 108, 122, and 124 so that the valve of the V-type engine 100 can be opened and closed at a predetermined timing.

Further, one bank 102 of the V-type engine 100 is provided with a plurality of cylinders 118 at a predetermined pitch P1, and the other bank 104 is also provided with a plurality of cylinders 118 at a predetermined pitch P1. . Therefore, the pitch P2 of the cam portions (portions that directly contact the valves) 132 of the camshafts 106 and 108 is substantially equal to the pitch P1.
Japanese Patent Laid-Open No. 03-026815

  By the way, in the conventional V-type engine 100, the engaging portion (one engaging portion) between the crankshaft 120 and the connecting rod of the piston of one bank 102, and the connecting portion of the crankshaft 120 and the piston of the other bank 104 are connected. Since the engagement portion (the other engagement portion) with the rod cannot be made the same place, the position of the cylinder 118 of one bank 102 and the cylinder 118 of the other bank 104 is the position of the crankshaft 120. In the longitudinal direction (left-right direction in FIG. 5A), for example, the dimension DL is shifted. Therefore, the position of the valve provided in one bank 102 and the position of the valve provided in the other bank 104 are also shifted in the longitudinal direction of the crankshaft 120, and the position of the cam portion 132 of the camshaft 106 and the camshaft 108 are shifted. Similarly, the position of the cam portion 132 is also shifted.

  On the other hand, in order to wind the belt 130, the pulleys 110, 112, and 114 are provided at substantially the same positions in the longitudinal direction of the crankshaft 120 and the camshafts 106 and 108.

  Therefore, the length L1 of the neck of the camshaft 106 used for one bank 102 and the length L2 of the neck of the camshaft 108 used for the other bank 104 are different from each other. There is a problem that the camshaft 106 provided and the camshaft 108 provided in the other bank 104 are different in shape from each other, and the configuration is not shared.

  The above-mentioned problem occurs not only in the V-type engine but also in a horizontally opposed engine and an engine having three or more banks.

  The present invention has been made in view of the above problems, and is provided in one bank and the other bank for driving each valve of a multi-cylinder engine having two banks. The purpose of the camshaft is to make the configuration common to each other.

The invention according to claim 1 is connected to two banks, a first camshaft provided to drive a valve of one of the two banks, and the first camshaft. The first valve opening / closing timing for changing the valve timing of the valve opened and closed by the first camshaft by changing the rotational phase of the first camshaft with respect to the first pulley and the crankshaft of the engine A change device, a second camshaft provided to drive a valve of the other of the two banks, a second pulley connected to the second camshaft, and the engine The rotational timing of the second camshaft with respect to the crankshaft is changed, and the valve timing of the valve that is opened and closed by the second camshaft is changed. A second valve opening / closing timing changing device; and transmitting the rotation of the crankshaft to the first pulley and the second pulley, the first pulley, the second pulley, and the crank. In a multi-cylinder engine having an annular winding member wound around a shaft, the cam shafts are formed in the same shape with respect to the length and the arrangement of a cam portion for driving the valve. The first valve opening / closing timing changing device and the second valve opening / closing timing changing device have the same configuration and are provided in the same posture, and the first pulley and the second pulley have an inner diameter. Is a cylindrical main body that is larger than the outer diameter of the housing constituting the first valve opening / closing timing changing device and on which the winding member is wound around the outer periphery. , With the same configuration that includes a flange portion of the annular integrally provided on the body portion in the axial direction of the one end of the body portion, the first valve in the body portion of the first pulley Whereas the opening / closing timing changing device is inserted and the flange portion of the first pulley is joined integrally to a ring-shaped joined portion provided in the housing of the first valve opening / closing timing changing device. The second valve opening / closing timing changing device is positioned outside the main body of the second pulley, and the second valve opening / closing timing changing device is attached to a ring-shaped joined portion provided in a housing of the second valve opening / closing timing changing device. This is a multi-cylinder engine in which the flange portion of the pulley is joined and attached integrally .

The invention according to claim 2, in multi-cylinder engine according to claim 1, and a first valve opening and closing timing changing apparatus, the vane rotor is rotatable relative positioning with respect to the housing and the housing includes being configured, the one axial end of the vane rotor, one end portion of the first cam shaft is a multi-cylinder engine Ru Tei integrally provided.

The invention according to claim 3 is connected to a first camshaft provided to drive a valve of one of the two banks of the multi-cylinder engine having at least two banks. A first valve opening / closing timing changing device for changing a valve timing of a valve opened and closed by the first camshaft by changing a rotation phase of the first camshaft with respect to a first pulley and an engine crankshaft. A second pulley connected to a second camshaft provided to open and close a valve of the other bank of the two banks, and the second camshaft with respect to the crankshaft of the engine The second valve opening that changes the valve timing of the valve that is opened and closed by the second camshaft is changed. A timing change device, wherein the first pulley, the second pulley, and the crankshaft are arranged so that an annular winding member is wound around an outer periphery thereof, and each valve opening / closing timing is The camshafts to which the changing device is attached are formed in the same shape with respect to the length and the arrangement of the cam portion for driving the valve, and the first valve opening / closing timing changing device and the second The valve opening / closing timing changing device has the same configuration and the same posture, and the first pulley and the second pulley have an inner diameter outside the housing constituting the first valve opening / closing timing changing device. A cylindrical main body portion around which the winding member is wound around an outer peripheral portion larger than the diameter, and the main body portion on one end side in the axial direction of the main body portion. With the same configuration that includes a flange portion of the annular mounted the body, said first of said first valve opening and closing timing changes by inrush said first valve closing timing apparatus in the main body portion of the pulley The flange portion of the first pulley is joined and integrally attached to a ring-shaped joined portion provided in the housing of the apparatus, whereas the second pulley is outside the main body portion of the second pulley . A multi-cylinder in which a valve opening / closing timing changing device is positioned and the flange portion of the second pulley is joined to a ring-like joined portion provided in a housing of the second valve opening / closing timing changing device. It is an engine valve opening / closing timing changing unit.

The invention described in claim 4 is the valve opening and closing timing change unit for a multi-cylinder engine according to claim 3, wherein the first valve opening and closing timing changing apparatus, relative rotational positioning with respect to the housing and the housing are configured with a vane rotor and is freely, one end portion in the axial direction of the vane rotor, the valve opening and closing timing change of the first multi-cylinder engine one end of the camshaft that provided integrally Is a unit.

  According to the present invention, the camshaft provided in one bank and the camshaft provided in the other bank for driving each valve of a multi-cylinder engine having two banks share a common configuration. There is an effect that it can be realized.

  FIG. 1 is a diagram showing a main part of a multi-cylinder engine 1 according to an embodiment of the present invention, and corresponds to a part I in FIG.

  The multi-cylinder engine (V-type engine) 1 differs from the conventional V-type engine 100 in the parts shown in FIG. 1 and is configured in substantially the same manner as the conventional V-type engine 100 in other respects.

  As described above, the V-type engine 1 includes the two banks 3, 5 and the two camshafts 7, which are provided in each of the banks 3, 5 to drive the valves, and are rotated by rotation of the crankshaft. 9 (camshafts corresponding to the camshafts 106 and 108 in FIG. 5) and two valve opening / closing timing changes provided directly on the camshafts 7 and 9 to change the valve opening / closing timings, respectively. This is a multi-cylinder engine including the devices 11 and 13.

  In the V-type engine 1, the camshafts 7 and 9 are formed in the same shape with respect to the length and the arrangement of the cam portion for driving the valve (similar to the cam portion 132 in FIG. 5). The valve opening / closing timing changing devices 11 and 13 are configured in the same manner.

  More specifically, a pulley (for example, a toothed pulley or a sprocket) 15 is provided on the camshaft 7 provided to drive the valve of one of the two banks 3 and 5. . The pulley 15 is provided on the camshaft 7 via a valve opening / closing timing changing device 11 provided directly on the camshaft 7.

  Similarly, the camshaft 9 provided for driving the valve of the other bank 5 of the two banks 3 and 5 has a valve opening / closing timing change provided directly on the camshaft 9. A pulley 17 is provided via the device 13. An annular winding member 19 such as a timing belt or a chain is wound around the pulleys 15 and 17 and a pulley (not shown) provided on a crankshaft (not shown) of the V-type engine 1. ing. The camshafts 7 and 9 are rotated with the rotation of the crankshaft.

  The valve opening / closing timing changing device 11 provided on the camshaft 7 and the valve opening / closing timing changing device 13 provided on the camshaft 9 have the same configuration and are provided in the same posture. On the other hand, the posture of the pulley 17 is reversed.

  The pulley 15 is provided directly on the valve opening / closing timing changing device 11 provided on the camshaft 7, and the pulley 17 is also provided on the valve opening / closing timing changing device 13 provided on the camshaft 9. It is provided directly.

  More specifically, a crankshaft pulley (above) is provided on one end side in the longitudinal direction of the crankshaft (above) of the V-type engine 1 (extending direction of the rotation center axis of the crankshaft).

  As described above, the V-type engine 1 is provided with the camshaft 7 for driving the valve of one of the two banks 3 and 5. The extending direction of the central axis) coincides with the longitudinal direction of the crankshaft.

  Further, the V-type engine 1 is provided with a camshaft 9 for driving the valve of the other bank 5 out of the two banks 3 and 5, and the longitudinal direction of the camshaft 9 (the rotation center axis) (Stretching direction) coincides with the longitudinal direction of the crankshaft.

  The camshaft 9 is configured the same as the camshaft 7. That is, they are configured in the same outer shape. More specifically, they are formed in a common shape with respect to at least the length, the outer diameter, and the shape and arrangement of the cam portion for driving the valve. Further, as in the conventional V-type engine 100, the arrangement of the cylinders is shifted between the banks 3 and 5, so that one end of the camshaft 9 in the longitudinal direction (on the same side as one end of the camshaft 7 in the longitudinal direction). End) is retracted toward the other end in the longitudinal direction of the crankshaft rather than one end in the longitudinal direction of the camshaft 7.

  That is, in FIG. 1, the camshaft 9 is located on the left side of the camshaft 7.

  One end portion of the camshaft 7 is directly provided with a valve opening / closing timing changing device 11 for changing the opening / closing timing of a valve provided in one bank 3. The valve opening / closing timing changing device 13 for directly changing the valve opening / closing timing provided in the other bank 5 is directly provided.

  As described above, the valve opening / closing timing changing device 13 is configured in the same manner as the valve opening / closing timing changing device 11. That is, they are formed in the same form and dimensions. The valve opening / closing timing changing device 13 is provided on the camshaft in the same posture as the valve opening / closing timing changing device 11. However, as can be understood from FIG. 1, in response to the camshaft 9 being positioned on the left side of the camshaft 7, the valve opening / closing timing changing device 13 is also positioned on the left side of the valve opening / closing timing changing device 11. Yes.

  The valve opening / closing timing changing device 11 is directly provided with a pulley 15. The outer peripheral portion of the pulley 15 is provided at the same position as the outer peripheral portion of the crankshaft pulley in the longitudinal direction of the crankshaft. The valve opening / closing timing changing device 13 is directly provided with a pulley 17. The outer peripheral portion of the pulley 17 is also provided at the same position as the outer peripheral portion of the crankshaft pulley in the longitudinal direction of the crankshaft. The pulley 17 is configured in the same manner as the pulley 15. However, the pulley 17 is provided in a state where the posture is reversed with respect to the pulley 15.

  In order to transmit the rotation of the crankshaft to the pulley 15 and the pulley 17, an annular winding member 19 is wound around the outer peripheral portion of each pulley (the crankshaft pulley, the pulley 15, the pulley 17). ing.

  Here, the valve opening / closing timing changing devices 11, 13 and the pulleys 15, 17 and the camshafts 7, 9 engaged with the valve opening / closing timing changing device will be described in detail.

  2 is a detailed view of a portion II in FIG. 1, FIG. 3 is a view showing a III-III section in FIG. 2, and FIG. 4 is a detailed view of a portion IV in FIG.

  As shown in FIG. 2, the valve opening / closing timing changing device 11 includes a housing 21 and a vane rotor 23 that can be relatively rotated and positioned relative to the housing 21 within a predetermined rotation angle range. A ring-shaped joined portion 25 to which the pulley 15 is joined is provided on the outer side (outer periphery) of the housing 21. A planar portion at one end of the camshaft 7 is integrally provided by a fastening means such as a bolt 27 at a planar portion at one end in the axial direction of the vane rotor 23.

  The pulley 15 has a cylindrical main body 29 in which the inner diameter is larger than the outer diameter of the housing 21 (for example, the outer diameter of the ring-shaped joined portion 25) and the winding member 19 is wound around the outer peripheral portion. 29 is provided with an annular flange portion 31 integrally provided on the inner side of the main body portion 29 on one end side in the axial direction, and the pulley 15 is directed so that the main body portion 29 moves away from the housing 21 ( The flange portion 31 is provided integrally with the joined portion 25 of the housing 21 so as to face the camshaft 7 side (toward the left side in FIG. 2).

  Further, as shown in FIG. 4, the pulley 17 is configured such that the main body portion 29 faces the housing 21 side (goes to the side away from the camshaft 9), and the flange portion 31 is the joined portion of the housing 21. 25 are integrally provided.

  The pulleys 15 and 17 shown in FIG. 2 and FIG. 4 are provided with a flange 31 at one end of a cylindrical main body 29. The flange 31 is connected to the other end of the cylindrical main body 29. You may make it the form which moved to the part side slightly.

  A configuration in which the vane rotor 23 is rotatable and positionable relative to the housing 21 within a predetermined rotation angle range is described in, for example, Japanese Patent Application Laid-Open No. 9-151709. Next, the configuration will be briefly described.

  As shown in FIG. 3, the vane rotor (inner peripheral rotor member) 23 is formed in a shape having a plurality of convex portions 33 on the outer peripheral portion, and the housing (housing member) 21 has a plurality of concave portions 35 in the inner peripheral portion. It is formed in the shape provided with. The vane rotor 23 is engaged with the housing 21 inside the housing 21 so that the convex portions 33 enter the concave portions 35. Since the width of each concave portion 35 is wider than the width of each convex portion 33, gaps (spaces; pressure chambers) 37 and 39 are formed on both sides of each convex portion 33, with respect to the housing 21. The vane rotor 23 is relatively rotatable by a predetermined angle.

  Then, for example, fluid such as oil is supplied to the pressure chambers 37 and 39 through flow paths provided in the camshafts 7 and 9, and the vane rotor 23 is rotationally positioned with respect to the housing 21. Yes.

  Each pressure chamber 37 existing on one side of each convex portion 33 is connected to an A port of a directional control valve (not shown), and each pressure chamber existing on the other side of each convex portion 33. 39 is connected to the B port of the directional control valve. The directional control valve is, for example, a three-position solenoid valve. In the neutral position, the A port and the B port are blocked (blocked from other ports such as the P port and the T port). It communicates with the T port.

  Therefore, when the solenoid a of the direction control valve is turned on, oil is supplied to the one pressure chamber 37, the vane rotor 23 rotates counterclockwise with respect to the housing 21, and the solenoid b is turned on. In some cases, oil is supplied to the other pressure chamber 39, and the vane rotor 23 rotates in the clockwise direction with respect to the housing 21. When the directional control valve is set to the neutral position, the oil in the pressure chambers 37 and 39 is shut off from the outside, and the vane rotor 23 is fixed to the housing 21.

  Then, according to the operating state of the V-type engine 1, under the control of a control device (not shown), the direction control valve is driven to change the phase (rotation angle) of the vane rotor 23 with respect to the housing 21, and the opening / closing timing of each valve is determined. It can be changed appropriately.

  According to the V-type engine 1, since the shapes of the camshafts 7 and 9 are the same, the camshaft configuration can be shared. Therefore, the number of camshafts is reduced from, for example, two to one, so that the camshaft can be manufactured more efficiently. When storing the camshaft before it is manufactured and assembled to the engine, the camshaft is classified and stored. This makes it easy to store the camshaft and eliminates the need to identify the type of camshaft when assembling the camshaft to the engine.

  Further, according to the V-type engine 1, the valve opening / closing timing changing devices 11, 13 and the pulleys 15, 17 have the same configuration, so that the valve opening / closing timing changing devices 11, 13 and the pulleys 15, 17 are shared. As with the camshaft, it can be manufactured efficiently. Further, since the mounting postures of the valve opening / closing timing changing devices 11 and 13 are the same, the assembly to the engine 1 is facilitated.

  Further, according to the V-type engine 1, the camshafts 7 and 9 and the valve opening / closing timing changing devices 11 and 13 and the pulleys 15 and 17 have the same configuration. The change device and the pulley can be shared, and can be manufactured efficiently. Further, since the pulley and the like can be assembled to the engine only by reversing the posture of the pulley without using a spacer, the assembling work is simplified.

  Furthermore, according to the V-type engine 1, since a part of the valve opening / closing timing changing device 13 enters inside the pulley 17, the dead space of the engine 1 can be reduced, and the engine 1 can be made smaller. it can.

  In the above-described embodiment, the DOHC V-type engine has been described as an example. However, the above-described embodiment may be applied to an OHC V-type engine. The embodiment may be applied to a multi-cylinder engine having two banks other than the V-type engine such as a horizontally opposed engine, and further to the multi-cylinder engine having three or more banks. May be applied.

It is a figure which shows the principal part of the multicylinder engine which concerns on embodiment of this invention, and is a figure corresponding to the I section in FIG. It is detail drawing of the II section in FIG. It is a figure which shows the III-III cross section in FIG. FIG. 4 is a detailed view of a part IV in FIG. 1. It is a figure which shows schematic structure of the conventional V type engine of DOHC.

Explanation of symbols

1 V-type engine 3, 5 Bank 7, 9 Camshaft 11, 13 Valve opening / closing timing change device 15, 17 Pulley

Claims (4)

Two banks,
A first camshaft provided to drive a valve of one of the two banks;
A first pulley coupled to the first camshaft;
A first valve opening / closing timing changing device that changes a rotation phase of the first camshaft with respect to a crankshaft of an engine to change a valve timing of a valve opened and closed by the first camshaft;
A second camshaft provided to drive a valve of the other of the two banks;
A second pulley coupled to the second camshaft;
A second valve opening / closing timing changing device for changing a valve timing of a valve opened and closed by the second camshaft by changing a rotation phase of the second camshaft with respect to a crankshaft of the engine;
An annular winding member wound around the first pulley, the second pulley and the crankshaft to transmit the rotation of the crankshaft to the first pulley and the second pulley In a multi-cylinder engine equipped with
Each of the camshafts is formed in the same shape with respect to the length and the arrangement of the cam portion for driving the valve,
The first valve opening / closing timing changing device and the second valve opening / closing timing changing device have the same configuration and are provided in the same posture,
The first pulley and the second pulley have a cylindrical main body portion in which an inner diameter is larger than an outer diameter of a housing constituting the first valve opening / closing timing changing device, and the winding member is wound around an outer peripheral portion. And an annular flange portion integrally provided on the main body portion on one end side in the axial direction of the main body portion, and the first pulley in the main body portion of the first pulley . by plunge the valve opening and closing timing apparatus is joined to the flange portion of the first pulley in a ring-shaped bonding portion provided in the first housing of the valve opening and closing timing change apparatus for being mounted integrally against it, the second housing is provided with a ring-shaped object against the the body outer pulley second by positioning the valve opening and closing timing apparatus the second valve opening and closing timing apparatus The flange portion of the second pulley is joined to part multi-cylinder engine, characterized in that mounted integrally. The multi-cylinder engine according to claim 1,
It said first valve closing timing apparatus is configured and a vane rotor which is rotatable relative positioning with respect to the housing and the housing,
Wherein the one axial end of the vane rotor, a multi-cylinder engine having one end portion of said first cam shaft and said Tei Rukoto integrally provided. A first pulley connected to a first camshaft provided to drive a valve of one of the two banks of the multi-cylinder engine having at least two banks; and an engine crank A first valve opening / closing timing changing device for changing a rotation phase of the first camshaft with respect to a shaft and changing a valve timing of a valve opened and closed by the first camshaft;
A second pulley connected to a second camshaft provided to open and close a valve of the other of the two banks, and rotation of the second camshaft relative to the crankshaft of the engine A second valve opening / closing timing changing device for changing a phase and changing a valve timing of a valve opened and closed by the second camshaft;
Have
The first pulley, the second pulley, and the crankshaft are arranged so that an annular winding member is wound around the outer periphery thereof,
The camshafts to which the valve opening / closing timing changing devices are attached are formed in the same shape with respect to the length and the arrangement of the cam portions for driving the valves,
The first valve opening / closing timing changing device and the second valve opening / closing timing changing device have the same configuration and are provided in the same posture,
The first pulley and the second pulley have a cylindrical main body having an inner diameter larger than an outer diameter of a housing constituting the first valve opening / closing timing changing device and around which the winding member is wound. And an annular flange portion integrally provided on the main body portion on one end side in the axial direction of the main body portion, and the first pulley in the main body portion of the first pulley . by plunge the valve opening and closing timing apparatus is joined to the flange portion of the first pulley in a ring-shaped bonding portion provided in the first housing of the valve opening and closing timing change apparatus for being mounted integrally against it, the second housing is provided with a ring-shaped object against the the body outer pulley second by positioning the valve opening and closing timing apparatus the second valve opening and closing timing apparatus It said second flange portion of the pulley by bonding the multi-cylinder engine, characterized in that mounted integrally valve opening and closing timing change unit section. In the multi-cylinder engine valve opening / closing timing changing unit according to claim 3,
It said first valve closing timing apparatus is configured and a vane rotor which is rotatable relative positioning with respect to the housing and the housing,
Wherein the one axial end of the vane rotor, the first end portion of the cam shaft of a multi-cylinder engine, characterized that you have provided integrally with the valve opening and closing timing change unit.

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