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JP2512768B2 - Camshaft drive for V-type DOHC engine - Google Patents

Camshaft drive for V-type DOHC engine

Info

Publication number
JP2512768B2
JP2512768B2 JP25874087A JP25874087A JP2512768B2 JP 2512768 B2 JP2512768 B2 JP 2512768B2 JP 25874087 A JP25874087 A JP 25874087A JP 25874087 A JP25874087 A JP 25874087A JP 2512768 B2 JP2512768 B2 JP 2512768B2
Authority
JP
Japan
Prior art keywords
cam
pulley
engine
belt
belt member
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.)
Expired - Lifetime
Application number
JP25874087A
Other languages
Japanese (ja)
Other versions
JPH01100304A (en
Inventor
則男 湊
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mazda Motor Corp
Original Assignee
Mazda Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mazda Motor Corp filed Critical Mazda Motor Corp
Priority to JP25874087A priority Critical patent/JP2512768B2/en
Publication of JPH01100304A publication Critical patent/JPH01100304A/en
Application granted granted Critical
Publication of JP2512768B2 publication Critical patent/JP2512768B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F01L1/02—Valve drive
    • F01L1/024—Belt drive
    • 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
    • F01L1/02—Valve drive
    • 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
    • F01L1/02—Valve drive
    • F01L1/022—Chain drive
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/06—Endless member is a belt
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、Ｖ型DOHC（Double Over Head Cam）エンジ
ンにおけるカム軸の駆動装置に関するものである。TECHNICAL FIELD The present invention relates to a drive device for a camshaft in a V-type DOHC (Double Over Head Cam) engine.

（従来技術） 一般に、Ｖ型DOHCエンジンと呼ばれるものは、左右両
バンクにそれぞれ一対の吸気カム軸および排気カム軸を
有しており、各バンクの吸気弁および排気弁が個別のカ
ム軸によって駆動されるようになっている。(Prior Art) Generally, what is called a V-type DOHC engine has a pair of intake cam shafts and exhaust cam shafts on both left and right banks, and the intake valves and exhaust valves of each bank are driven by individual cam shafts. It is supposed to be done.

ところで、上記カム軸を駆動する場合、エンジンのク
ランク軸の回転力を利用するわけであるが、従来は、例
えば第３図のように、全吸気カム軸および排気カム軸に
それぞれ吸気用カムプーリ101および排気用カムプーリ1
02を設け、これらのプーリと、クランク軸のクランクプ
ーリ103とを１本のベルト104により連結する構造がとら
れている。By the way, when driving the camshaft, the rotational force of the crankshaft of the engine is utilized. Conventionally, for example, as shown in FIG. 3, all the intake camshafts and the exhaust camshafts have intake cam pulleys 101. And exhaust cam pulley 1
02 is provided, and these pulleys and the crank pulley 103 of the crankshaft are connected by one belt 104.

ところがこの構造では、全カム軸にカムプーリを設け
ているので外部形状が大きくなり、車体の低ボンネット
化が図れない問題点がある。しかも、カム軸間の距離を
各カムプーリの半径の和よりも大きくとらなければなら
ないので、バルブ挟み角の関係から最適燃焼室形状を形
成することが困難となり、これによって燃焼悪化を招く
可能性がある。However, in this structure, since the cam pulleys are provided on all the cam shafts, the external shape becomes large, and there is a problem in that the bonnet of the vehicle body cannot be reduced. Moreover, since the distance between the cam shafts must be larger than the sum of the radii of the cam pulleys, it becomes difficult to form the optimum combustion chamber shape due to the relationship between the valve holding angles, which may cause deterioration of combustion. is there.

また、別の駆動構造として、例えば特開昭61-145306
号公報に示されるようなものがある。この構造は、第４
図のように、各バンクにおける一方のカム軸にカムプー
リ111およびギヤ112を設け、上記カムプーリ111とクラ
ンクプーリ103とをベルト104により連結するとともに、
他方のカム軸に上記ギヤ112と噛合するギヤ113を設ける
ようにしたものである。Further, as another drive structure, for example, Japanese Patent Application Laid-Open No. 61-145306
There is one as shown in Japanese Patent Publication. This structure is
As shown, a cam pulley 111 and a gear 112 are provided on one cam shaft in each bank, and the cam pulley 111 and the crank pulley 103 are connected by a belt 104,
A gear 113 that meshes with the gear 112 is provided on the other cam shaft.

このような構造によれば、上記第３図の構造のような
問題点は生じないが、ギヤの駆動による発生音、特にバ
ックラッシの振動に起因する音によってエンジン騒音が
増大する問題点がある。また、これは各プーリをチェー
ンにより連結した構造においても同様のことがいえる。According to such a structure, the problem as in the structure shown in FIG. 3 does not occur, but there is a problem that engine noise is increased by the sound generated by the driving of the gear, particularly the sound caused by the vibration of the backlash. The same applies to the structure in which each pulley is connected by a chain.

そこで、このようなギヤ等を用いる代わりに、各バン
クにおける一対のカム軸をベルトで連結する構造が考え
られるが、このベルトにテンションを与えるためのテン
ションプーリを適切な箇所に設けないとベルトの劣化が
著しくなり、しかもテンションプーリを各プーリよりも
上方の位置に設けると、第３図の構造と同様にエンジン
の外部形状（特にエンジンの全高）が大きくなる不都合
が生じる。Therefore, instead of using such a gear or the like, a structure in which a pair of cam shafts in each bank are connected by a belt is conceivable. However, if a tension pulley for applying tension to this belt is not provided at an appropriate position, Deterioration becomes remarkable, and if the tension pulleys are provided above the pulleys, the external shape of the engine (particularly the total height of the engine) becomes large as in the structure shown in FIG.

（発明の目的） 本発明は上記事情に鑑み、各プーリをベルト部材によ
り連結する構造で、かつ、ベルト部材の寿命が長く、し
かもエンジンの外部形状（特に全高）に影響のないＶ型
DOHCエンジンのカム軸駆動装置を提供することを目的と
する。(Object of the Invention) In view of the above circumstances, the present invention has a structure in which each pulley is connected by a belt member, the belt member has a long life, and the external shape of the engine (particularly the total height) is not affected.
It is an object to provide a camshaft drive device for a DOHC engine.

（発明の構成） 本発明は、左右両バンクにそれぞれ一対の吸気カム軸
および排気カム軸を備えたＶ型DOHCエンジンにおいて、
一方のバンクにおけるエンジン中央側のカム軸のカムプ
ーリと、他方のバンクにおけるエンジン外側のカム軸の
カムプーリとを、クランク軸のクランクプーリに第１の
ベルト部材により連結し、各バンクにおいてこの第１の
ベルト部材により連結されたカム軸のカムプーリと他方
のカム軸のカムプーリとを第２のベルト部材により連結
するとともに、上記第１のベルト部材は、上記第２のベ
ルト部材の弛緩側が下側となるように各カムプーリに掛
け、この第２のベルト部材の弛緩側にテンションプーリ
を設けたものである。(Structure of the Invention) The present invention relates to a V-type DOHC engine having a pair of intake cam shaft and exhaust cam shaft in each of the left and right banks.
The cam pulley of the cam shaft on the center side of the engine in one bank and the cam pulley of the cam shaft on the outside of the engine in the other bank are connected to the crank pulley of the crank shaft by the first belt member. The cam pulley of the cam shaft and the cam pulley of the other cam shaft, which are connected by the belt member, are connected by the second belt member, and the first belt member has the loose side of the second belt member on the lower side. As described above, the tension pulley is provided on each of the cam pulleys and on the loose side of the second belt member.

このような構成によれば、第２のベルト部材の弛緩側
にテンションプーリを設けているので、ベルト部材の寿
命にとって有利であり、しかも第２のベルトの弛緩側、
すなわちテンションプーリを設ける位置が下側となるよ
うに設定されているので、エンジンの外部形状には影響
がない。According to such a configuration, the tension pulley is provided on the slack side of the second belt member, which is advantageous for the life of the belt member, and further, on the slack side of the second belt,
That is, since the position where the tension pulley is provided is set to the lower side, the external shape of the engine is not affected.

（実施例） 第１図および第２図は、本発明の一実施例におけるＶ
型DOHCエンジンを示している。このエンジンは６つの気
筒１を有し、これらの気筒１は左右のバンク2,3に分け
て配設されており、その上方には一対の吸気カム軸４お
よび排気カム軸５が設けられている。吸気カム軸４は、
それぞれエンジンの中央側に配置されており、排気カム
軸５はその両外側に配置されている。(Embodiment) FIG. 1 and FIG. 2 show V in one embodiment of the present invention.
Shows a type DOHC engine. This engine has six cylinders 1, which are divided into left and right banks 2 and 3, and a pair of intake cam shafts 4 and exhaust cam shafts 5 are provided above them. There is. The intake camshaft 4 is
The exhaust camshafts 5 are respectively arranged on the center side of the engine, and the exhaust camshafts 5 are arranged on both outer sides thereof.

左側バンク２の排気カム軸５、および右側バンク３の
吸気カム軸４のそれぞれ前端部（第２図では上端部）に
は、カムプーリ6,7が設けられている。そして、これら
カムプーリ6,7が、エンジンのクランク軸に設けられた
クランクプーリ８に第１のベルト９により連結されてお
り、この第１のベルト９にテンションローラ10,11,12に
よって所定のテンションが付与されている。これによっ
て、上記吸気カム軸４および排気カム軸５はクランク軸
とともに第１図の矢印方向に回転駆動を受けるようにな
っている。Cam pulleys 6 and 7 are provided at front end portions (upper end portions in FIG. 2) of the exhaust cam shaft 5 of the left bank 2 and the intake cam shaft 4 of the right bank 3, respectively. The cam pulleys 6, 7 are connected to a crank pulley 8 provided on the crankshaft of the engine by a first belt 9, and the first belt 9 is tensioned by tension rollers 10, 11, 12 to a predetermined tension. Is given. As a result, the intake camshaft 4 and the exhaust camshaft 5 are rotationally driven together with the crankshaft in the arrow direction of FIG.

一方、４本のカム軸4,5の後端部には、それぞれ吸気
用カムプーリ13および排気用カムプーリ14が設けられて
おり、各バンク2,3において、吸気用カムプーリ13と排
気用カムプーリ14とが第２のベルト15により連結される
とともに、この第２のベルト15の弛緩側（駆動車の直下
流側）にテンションプーリ16が配置されている。上記の
ようにクランクプーリ８と吸気用カムプーリ６および排
気用カムプーリ７とが連結されることにより、第２のベ
ルト15の弛緩側は双方とも下側になるので、テンション
プーリ16も第２のベルト15の下側に配置されることとな
っており、しかもこれらのテンションプーリ16は、エン
ジンの中央側に集中配置されている。On the other hand, an intake cam pulley 13 and an exhaust cam pulley 14 are provided at the rear ends of the four cam shafts 4 and 5, respectively. In each of the banks 2 and 3, the intake cam pulley 13 and the exhaust cam pulley 14 are provided. Are connected by a second belt 15, and a tension pulley 16 is arranged on the slack side of the second belt 15 (on the downstream side of the driving vehicle). Since the crank pulley 8 is connected to the intake cam pulley 6 and the exhaust cam pulley 7 as described above, both the loose side of the second belt 15 is the lower side, and therefore the tension pulley 16 is also the second belt. The tension pulleys 16 are arranged on the lower side of the engine 15, and the tension pulleys 16 are centrally arranged on the center side of the engine.

以上のような構造によれば、クランク軸の回転力を第
１のベルト９および第２のベルト15によって各カム軸4,
5に伝達することができるとともに、第２のベルト15の
弛緩側にテンションプーリ16を配置しているので、緊張
側にテンションプーリ16を配置する構造に比べ、第２の
ベルト15の寿命にとって有利となっている。According to the structure as described above, the rotational force of the crankshaft is transferred by the first belt 9 and the second belt 15 to the camshafts 4,
5 and the tension pulley 16 is arranged on the slack side of the second belt 15, which is advantageous for the life of the second belt 15 as compared with the structure in which the tension pulley 16 is arranged on the tension side. Has become.

また、この第２のベルト15の弛緩側が下側になるよう
に、左側バンク２のエンジン外側に配置された排気カム
軸５と、右側バンク３のエンジン中央側に配置された吸
気カム軸４とを、第１のベルト15によりクランクプーリ
８に連結しているので、テンションプーリ16を第２のベ
ルト15の下側に配置することができ、エンジンの外部形
状（特に全高）に影響することなく上記効果を得ること
ができる。さらに、この実施例のようにエンジンの中央
側に両テンションプーリを配置すれば、エンジンの幅方
向の寸法に対しても影響を与えることのない構造とする
ことができる。Further, the exhaust camshaft 5 arranged outside the engine of the left bank 2 and the intake camshaft 4 arranged on the center side of the engine of the right bank 3 so that the relaxation side of the second belt 15 is on the lower side. Is connected to the crank pulley 8 by the first belt 15, the tension pulley 16 can be arranged below the second belt 15, without affecting the external shape of the engine (particularly the overall height). The above effect can be obtained. Further, by disposing both tension pulleys on the center side of the engine as in this embodiment, it is possible to obtain a structure that does not affect the dimension in the width direction of the engine.

（発明の効果） 以上のように本発明は、Ｖ型DOHCエンジンにおいて、
各バンクにおける一方のカム軸のカムプーリとクランク
軸のクランクプーリとを第１のベルト部材により連結
し、各バンクにおいてこの第１のベルト部材により連結
されたカム軸のカムプーリと他方のカム軸のカムプーリ
とを第２のベルト部材により連結するとともに、この第
２のベルト部材の弛緩側にテンションプーリを設けたも
のであるので、ベルト部材の寿命にとって有利であり、
しかもこの第２のベルト部材の弛緩側、すなわちテンシ
ョンプーリを設ける側を下側としているので、エンジン
の外部形状、特にエンジンの全高に影響を与えることな
く駆動伝達を行うことができる効果がある。(Effects of the Invention) As described above, the present invention relates to a V-type DOHC engine,
The cam pulley of one cam shaft and the crank pulley of the crank shaft in each bank are connected by a first belt member, and the cam pulley of the cam shaft and the cam pulley of the other cam shaft connected by this first belt member in each bank. Is connected by a second belt member, and a tension pulley is provided on the relaxation side of the second belt member, which is advantageous for the life of the belt member.
Moreover, since the slack side of the second belt member, that is, the side on which the tension pulley is provided is the lower side, there is an effect that drive transmission can be performed without affecting the external shape of the engine, particularly the overall height of the engine.

【図面の簡単な説明】[Brief description of drawings]

第１図は本発明の一実施例におけるＶ型DOHCエンジンの
駆動装置の正面図、第２図は上記エンジンの概略平面
図、第３図および第４図は従来のＶ型DOHCエンジンのカ
ム軸駆動装置を示す正面図である。 2,3……バンク、４……吸気カム軸、５……排気カム
軸、6,7……カムプーリ、８……クランクプーリ、９…
…第１のベルト、13……吸気用カムプーリ、14……排気
用カムプーリ、15……第２のベルト、16……テンション
プーリ。FIG. 1 is a front view of a drive unit for a V-type DOHC engine according to an embodiment of the present invention, FIG. 2 is a schematic plan view of the engine, and FIGS. 3 and 4 are camshafts of a conventional V-type DOHC engine. It is a front view which shows a drive device. 2,3 ... Bank, 4 ... Intake cam shaft, 5 ... Exhaust cam shaft, 6,7 ... Cam pulley, 8 ... Crank pulley, 9 ...
… First belt, 13 …… Intake cam pulley, 14 …… Exhaust cam pulley, 15 …… Second belt, 16 …… Tension pulley.

Claims (2)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】左右両バンクにそれぞれ一対の吸気カム軸
および排気カム軸を備えたＶ型DOHCエンジンにおいて、
一方のバンクにおけるエンジン中央側のカム軸のカムプ
ーリと、他方のバンクにおけるエンジン外側のカム軸の
カムプーリとをクランク軸のクランクプーリに第１のベ
ルト部材により連結し、各バンクにおいてこの第１のベ
ルト部材により連結されたカム軸のカムプーリと他方の
カム軸のカムプーリとを第２のベルト部材により連結す
るとともに、上記第１のベルト部材は、上記第２のベル
ト部材の弛緩側が下側となるように各カムプーリに掛
け、この第２のベルト部材の弛緩側にテンションプーリ
を設けたことを特徴とするＶ型DOHCエンジンのカム軸駆
動装置。1. A V-type DOHC engine having a pair of intake cam shaft and exhaust cam shaft in each of the left and right banks,
The cam pulley of the cam shaft on the center side of the engine in one bank and the cam pulley of the cam shaft on the outer side of the engine in the other bank are connected to the crank pulley of the crank shaft by a first belt member. The cam pulley of the cam shaft and the cam pulley of the other cam shaft, which are connected by a member, are connected by the second belt member, and the first belt member is such that the loose side of the second belt member is on the lower side. A camshaft drive unit for a V-type DOHC engine, characterized in that a tension pulley is provided on each of the cam pulleys on the loose side of the second belt member. 【請求項２】各テンションプーリは、エンジンの中央側
に集中配置したことを特徴とする特許請求の範囲第１項
記載のＶ型DOHCエンジンのカム軸駆動装置。2. A camshaft drive unit for a V-type DOHC engine according to claim 1, wherein the tension pulleys are arranged centrally on the center side of the engine.
JP25874087A 1987-10-13 1987-10-13 Camshaft drive for V-type DOHC engine Expired - Lifetime JP2512768B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP25874087A JP2512768B2 (en) 1987-10-13 1987-10-13 Camshaft drive for V-type DOHC engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP25874087A JP2512768B2 (en) 1987-10-13 1987-10-13 Camshaft drive for V-type DOHC engine

Publications (2)

Publication Number Publication Date
JPH01100304A JPH01100304A (en) 1989-04-18
JP2512768B2 true JP2512768B2 (en) 1996-07-03

Family

ID=17324421

Family Applications (1)

Application Number Title Priority Date Filing Date
JP25874087A Expired - Lifetime JP2512768B2 (en) 1987-10-13 1987-10-13 Camshaft drive for V-type DOHC engine

Country Status (1)

Country Link
JP (1) JP2512768B2 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH086564B2 (en) * 1989-02-10 1996-01-24 日産自動車株式会社 Camshaft drive for V-type DOHC engine
JPH08312311A (en) * 1996-06-03 1996-11-26 Mazda Motor Corp Cam shaft driving device of v-engine
DE10001066A1 (en) * 2000-01-13 2001-03-22 Daimler Chrysler Ag Camshaft drive device for vee engine, with induction camshaft in one cylinder head and exhaust camshaft in other one driven by crankshaft
WO2007083552A1 (en) 2006-01-17 2007-07-26 Mitsubishi Heavy Industries, Ltd. Lamp for light source, and projector
JP4764181B2 (en) * 2006-01-17 2011-08-31 三菱重工業株式会社 Light source lamp and projector

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