JP2004308553A - Camshaft supporting structure in four-cycle engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide camshaft supporting structure effectively improving mounting stiffness of a camshaft in a four-cycle engine, and assuring excellent operating performance. <P>SOLUTION: At a lower part of an engine to which a crankshaft is vertically disposed, a cam chain 50 transmitting rotation of the crankshaft to a camshaft 45 for driving a valve mechanism is installed in a lower part of the engine. A distance between an shaft end bearing part in one cylinder bank and a bearing part disposed to be adjacent to the shaft end bearing part in an axial direction thereof is set longer than that in the other cylinder bank. A reinforcement rib 89 is disposed to one cylinder bank. The approximately V-shaped reinforcement rib 89 has a side wall 82 disposed between a shaft end bearing part 80A of an intake camshaft 45 and a shaft end bearing part 81A of an exhaust camshaft 48, and connects the side wall 82 with fastening parts 88 of bolts 87, which are used for fixing a cylinder head and are close to the side wall 82. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a camshaft support structure in a four-cycle engine that is typically mounted vertically in an outboard motor.
[0002]
[Prior art]
For example, in an outboard motor, various types of engines are installed, but recently, a 4-cycle multi-cylinder engine has been used. This type of engine has an intake valve for controlling intake and exhaust and a complicated valve mechanism for driving the exhaust valve. There are also a wide variety of valve operating mechanisms and associated accessories.
[0003]
In particular, in an example in which a four-cycle V-type engine in which left and right cylinder banks in which cylinders are formed is arranged in a V shape is mounted, the crankshaft is placed vertically so that the crankshaft is directed substantially vertically during cruising. Be placed. In this case, a cam chain for transmitting the rotation of the crankshaft to the camshaft for driving the valve mechanism of each cylinder bank is mounted under the engine.
[0004]
Here, in general, due to the structure of a 4-cycle V-type engine, one of the left and right cylinder banks is offset in the crankshaft axial direction with respect to the other. The distance between the bearings arranged at the camshaft shaft end portion of one cylinder bank is larger than that of the other, and in this case, the sprocket attached to the shaft end portion has a considerably large load due to the cam chain tension. Works. Some engines of this type are equipped with a so-called variable valve operating device at the camshaft shaft end to variably control the opening / closing timing of the valve.
[0005]
If a large load is applied to the shaft end portion of the camshaft in particular, it will cause problems such as the deformation of the camshaft over time and the influence on the engagement between the sprocket and the cam chain at the shaft end portion. In a conventional four-cycle V-type engine, in order to ensure the camshaft support rigidity, a cam is provided by providing a bearing between a gear or sprocket connecting the intake camshaft and the exhaust camshaft and a sprocket on which the cam chain is mounted. One that supports a shaft is known (see Patent Document 1).
[0006]
[Patent Document 1]
JP-A-2-123203
[Problems to be solved by the invention]
If a bearing is attached to the camshaft shaft end portion as described above, the camshaft support rigidity can be ensured, but the engine is not only increased in size but also increases in weight and cost. In particular, in the case of outboard motors, there is a basic request that the engine and other auxiliary equipment, etc. be accommodated in a limited space within the exterior cover, and such a support structure can be used as it is. It is practically difficult to apply. Further, in a vertically installed engine, it is not preferable to dispose parts such as bearings in the lubricating oil dropping path.
[0008]
In view of such circumstances, an object of the present invention is to provide a camshaft support structure that effectively improves the support rigidity of a camshaft and ensures excellent operating performance, particularly in a four-cycle engine.
[0009]
[Means for Solving the Problems]
In the camshaft support structure in the four-cycle engine of the present invention, a cam chain for transmitting the rotation of the crankshaft to the camshaft for driving the valve operating mechanism is mounted on the lower part of the engine in which the crankshaft is vertically arranged. A camshaft support structure in a cycle engine, in which a distance between a shaft end bearing portion in one cylinder bank and a bearing portion disposed adjacent to the axial direction is set larger than that in the other cylinder bank And a reinforcing rib is attached to the one cylinder bank.
[0010]
Further, in the camshaft support structure in the four-cycle engine of the present invention, a side wall is provided between the shaft end bearing portions of the intake camshaft and the exhaust camshaft, and a tightening of the side wall and a cylinder head fixing bolt located close thereto is performed. The substantially V-shaped reinforcing rib for connecting the attachment portion is provided.
[0011]
Further, in the camshaft support structure in the four-cycle engine of the present invention, the reinforcing rib is disposed so as to be appropriately biased toward the camshaft side on which the variable valve gear is mounted on the shaft end. .
[0012]
Further, in the camshaft support structure in the four-cycle engine of the present invention, the lubricating shaft is formed along the coupling portion of the side wall and the reinforcing rib, and communicates with the adjacently disposed bearing portion orthogonally to this. An oil passage is formed.
[0013]
Further, in the camshaft support structure in the four-cycle engine of the present invention, a lubricating oil return hole is formed inside the V shape of the reinforcing rib.
[0014]
According to the present invention, the support rigidity around the shaft end portion of the camshaft is greatly improved by having the typically V-shaped reinforcing rib that connects the side wall and the fastening portion of the cylinder head fixing bolt. The As a result, it is possible to effectively prevent deformation due to the tension of the cam chain, etc., and to obtain accurate cam timing and to ensure quietness during operation.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
A preferred embodiment of a camshaft support structure in a four-cycle engine according to the present invention will be described below with reference to the drawings.
FIG. 1 is a left side view showing an example of the overall configuration of an outboard motor 1 according to the present invention, and FIG. 2 is a plan view of an engine block arranged at the upper portion of the outboard motor 1. In these drawings, the arrow Fr is the front side of the outboard motor 1 (the forward direction of the hull equipped with the outboard motor 1), and the arrow Rr is the rear side of the outboard motor 1 (the outboard motor 1 is installed). Represents the backward direction of the hull. In this case, the outboard motor 1 is fixed to the rear plate P of the hull on the front side as shown in FIG.
[0016]
In the schematic configuration of the outboard motor 1, an engine block A having an engine 2 disposed at the top, a drive shaft housing B having a drive shaft 3 for transmitting the output of the engine 2 to the propeller side, and driving of the drive shaft 3 A gear housing C having a drive unit 5 that rotationally drives the propeller 4 by force is arranged in order up and down. Covers 6a, 6b, and 6c as outer shells are attached to the engine block A, the drive shaft housing B, and the gear housing C, respectively. By smoothly joining these covers 6a, 6b, 6c to each other, the outboard motor 1 is covered by the cover 6 so as to have a sense of unity as a whole. It has a general oval shape with a configuration.
[0017]
In this example, the engine 2 employs a V-type 6-cylinder (so-called “V6”) engine, and the cylinder bore axis S of each cylinder in the left and right cylinder banks intersects to form a V-shape. As shown in FIG. 2, the engine 2 is arranged so that the V-shaped tip side faces the front Fr. In this case, the engine 2 is mounted and supported by the engine base 8 so that the crankshaft 7 of the engine 2 is vertically placed so as to face the vertical direction.
[0018]
A pair of left and right upper mounts 9 are disposed on the front edge portion of the engine base 8, and a pair of left and right lower mounts 10 are disposed on the front edge portion of the drive shaft housing B. The engine block A, the drive shaft housing B, and the gear housing C are supported via these mounts 9 and 10 so as to be integrally rotatable around a support shaft 12 set on the swivel bracket 11. Clamp brackets 13 are provided on both the left and right sides of the swivel bracket 11, and are fixed to the rear plate P of the hull via the clamp brackets 13. The clamp bracket 13 is rotatably supported around a tilt shaft 14 set in the left-right direction.
[0019]
A cooling water tank 15 adjacent to the rear side of the drive shaft 3 is mounted on the upper portion of the drive shaft housing B, and an oil pan 16 for lubricating oil is mounted on the rear side thereof. . A cooling water pipe 17 is suspended from the bottom of the water tank 15, and this cooling water pipe 17 is connected to a water supply pipe 19 that supplies water taken from a water intake 18 provided in the gear housing C. A cooling water pump 20 driven by the drive shaft 3 is attached to a connection portion between the cooling water pipe 17 and the water supply pipe 19. The cooling water pump 20 takes in water from the outside of the outboard motor 1 via a filter 21 attached to the water intake port 18 and sends the water to the cooling water pipe 17 and further to the water tank 15.
[0020]
In the gear housing C, the drive shaft 3 extending downward from the drive shaft housing B is gear-coupled to the drive unit 5. A propeller shaft 22 extending rearward from the drive unit 5 perpendicular to the drive shaft 3 is rotatably supported in the gear housing C by, for example, a ball bearing 23 or a needle bearing 24, and the propeller 4 is fixed to the rear end thereof. Yes.
[0021]
The drive unit 5 has a forward (forward) gear 25 and a reverse (reverse) gear 26 that are loosely fitted to the propeller shaft 22 and rotatably supported. These gears 25 and 26 are provided at the lower end of the drive shaft 3. It always meshes with the drive gear 27 provided. In this example, the forward gear 25 is disposed on the front Fr side and the reverse gear 26 is disposed on the rear Rr side, and a clutch dog 28 is disposed on these gears 25 and 26. The clutch dog 28 is selectively connected to the forward gear 25 and the reverse gear 26, and the driving force of the drive shaft 3 is transmitted to the propeller shaft 22 by this operation.
[0022]
In this case, the clutch rod 29 extending downward from the vicinity of the engine 2 of the engine block A is connected to the shift rod 30 in the vicinity of the joint between the drive shaft housing B and the gear housing C. The clutch rod 29 can be operated by operating the shift lever by the operator. The shift rod 30 operates the clutch dog 28 via the shift cam 31 or the push rod 32 constituting the clutch mechanism, thereby causing the propeller shaft 22 to rotate forward or reverse.
[0023]
Here, as shown in FIG. 2, the engine 2 of the engine block A has six cylinders arranged alternately along the V-shape in the vertical direction in the vertical direction in this example, and the crankcase 33 from the crankshaft 7 side in each cylinder. The cylinder block 34, the cylinder head 35, and the cylinder head cover 36 are disposed and coupled. The crankshaft 7 is pivotally supported on the mating surfaces of the crankcase 33 and the cylinder block 34. In this way, in the V6 engine in which each cylinder expands to the left and right (plan view) with the crankshaft 7 as a starting point, a V-shaped cylinder bank is formed by the left and right three cylinders. An intake manifold 37, which will be described later, is disposed inside the cylinder bank.
[0024]
As shown in FIG. 3, a cylinder bore 38 is formed for each cylinder inside the cylinder block 34, and a piston 39 is fitted in the cylinder bore 38 so as to be able to reciprocate. The piston 39 is connected to the crankpin 7a of the crankshaft 7 via the connecting rod 40, whereby the reciprocating motion of the piston 39 in the cylinder bore 38 is converted into the rotational motion of the crankshaft 7, and the drive shaft 3 is further output as the output of the engine 2. Is transmitted to.
[0025]
The cylinder head 35 is formed with a combustion chamber 41 aligned with the cylinder bore 38, and an intake port 42 and an exhaust port 43 communicating with the combustion chamber 41, respectively. The inlet port of the intake port 42 opens to the inside of the V shape of the cylinder bank described above, and the communication portion with the combustion chamber 41 is controlled to open and close by the intake valve 44. In this case, the intake valve 44 is driven by a cam 46 provided on the camshaft 45. Further, the inlet of the exhaust port 43 opens to the outside of the V shape of the cylinder bank, and the communication portion with the combustion chamber 41 is controlled to open and close by the exhaust valve 47. In this case, the exhaust valve 47 is driven by a cam 49 provided on the camshaft 48. In this embodiment, each cylinder may be four valves each having two valves on the intake side and the exhaust side.
[0026]
As a cam or camshaft drive mechanism, for example, a cam chain 50 (see FIG. 1) is provided between a sprocket provided at the lower end of two camshafts 45 extending in the vertical direction and a sprocket provided at the upper end of the driveshaft 3. The drive shaft 3 and the camshaft 45 are connected. In this case, the camshaft 45 and the camshaft 48 are connected to each other via a chain or the like on the intake side and the exhaust side, respectively. Further, the upper end portion of the drive shaft 3 and the lower end portion of the crankshaft 7 are connected via a reduction gear 51 as shown in FIG. 1, and therefore the camshaft is driven by using the power of the drive shaft 3 driven by the crankshaft 7. The shaft 45 and the camshaft 48 are driven to rotate, whereby the plurality of cams 46 and 49 can be driven synchronously.
[0027]
A spark plug 52 is attached to the top of the combustion chamber 41 of each cylinder, and a plurality (six in this example) of intake passages extending from the intake manifold 37 to the intake ports 42 extend. From the injector 53 attached to the intake manifold 37, fuel is injected toward the deep portion of each intake port 42. Then, the combustion gas exploded and burned in the cylinder is discharged from the exhaust port 43 to an exhaust manifold 54 described later.
[0028]
In each of the left and right three cylinders of the V6 engine, an exhaust manifold 54 is connected to each exhaust port 43, and is further connected to the vicinity of the left and right side surfaces of the engine base 8 as a collective exhaust passage. The exhaust gas passes through the collective exhaust passage and is discharged into the water through exhaust passages formed in the drive shaft housing B or the gear housing C.
[0029]
As shown in FIG. 3, a cooling water jacket 55 is provided along the vertical direction of the engine block A, particularly around the cylinder bore 38 and the exhaust system, that is, the exhaust port 43 to the exhaust manifold 54. The cooling water flows through the water jacket 55. In this case, water is sent to the water tank 15 by the cooling water pump 20 described above, and water is sent from the water tank 15 to the water jacket 55.
[0030]
In general, the cooling water flowing through the water jacket 55 as shown by the arrow D in FIG. 1 passes through the drain pipe 56 from the top of the engine block A and passes through the drain passage formed in the drive shaft housing B to the gear housing C. After that, it is discharged into the water. In the cooling system configured as described above, the drain pipe 56 is accommodated compactly in the V-shaped inner space of the cylinder bank, as shown in FIG. 1 or FIG. A thermostat 57 is attached to the connection portion of the drain pipe 56 to control the circulation of the cooling water.
[0031]
An oil pump 58 is attached to the lower part of the engine block A as shown in FIG. An oil suction pipe 59 suspended in the oil pan 16 is connected to the oil suction port of the oil pump 58. On the other hand, the oil discharge port is connected to an oil passage (not shown) provided in the cylinder head 35, and further to the left and right sides of the cylinder block 34 via an oil passage (not shown) provided in the cylinder block 34. Thus, the oil filter 60 (see FIG. 3) provided in the vicinity of the exhaust manifold 54 is connected. In this lubricating system, the oil in the oil pan 16 is sucked up by the oil pump 58, filtered by the oil filter 60, and then distributed to each part of the engine block A. The lubricating oil lubricates the main lubrication points in the engine block A, and then is collected in the oil pan 16.
[0032]
In the intake system, a collector 61 is further provided via an intake manifold 37 behind the center of the engine 2. The collector 61 typically has a sealed structure formed by closing a collector main body 62 formed of a synthetic resin material and a metal (typically aluminum alloy) cover 63 that covers the collector main body 62. As shown in FIG. 2, air is taken in from throttle bodies 64 provided on the left and right sides of the upper part. As will be described later, the air taken in from the throttle body 64 is switched to a high-speed passage and a low-speed passage by a variable intake length system.
[0033]
As shown in FIGS. 1 to 3, a butterfly throttle valve 65 is attached to the throttle body 64, and the opening degree of the throttle valve 65 is controlled by a control lever 66. Further, as shown in FIG. 1, the throttle body 64 opens into a silencer 67 mounted on the upper rear side of the engine block A, and the air taken from the outside of the outboard motor 1 through the opening is indicated by an arrow E. Take in through the silencer 67. The silencer 67 has a housing portion 67a for an actuator 68 that drives a high / low speed switching valve described later.
[0034]
4 is a view of the lower part of the engine block A as viewed from below. As shown in FIG. 4, the sprocket 69 provided at the lower end of the camshaft 45 of each cylinder in the left and right cylinder banks of the engine 2, and the drive A cam chain 50 for driving a valve operating mechanism including cams 46 and 49 is mounted between the sprocket 70 provided at the upper end portion of the shaft 3. In this embodiment, since it is a V6 engine, as shown in the figure, the cam chain 50 is mounted substantially in a V shape or a triangular shape along its V shape.
[0035]
In each of the left and right cylinder banks, a chain 73 is mounted between a sprocket 71 (see FIG. 5) provided on the camshaft 45 on the upper side of the sprocket 69 and a sprocket 72 provided on the camshaft 48. The cam 46 and the exhaust side cam 49 are connected in synchronization with each other so as to synchronize.
[0036]
The sprocket 70 rotates in the direction of arrow F in FIG. 4, and tension in the direction of arrow T is generated in the cam chain 50. The chain tensioner 74 is provided on the right cylinder bank side, and the tension of the cam chain 50 is adjusted by a chain tensioner adjuster 75 disposed at one end of the chain tensioner 74. A chain guide 76 is disposed and fixed on the left cylinder bank side, and a chain guide 77 is disposed and fixed between the sprockets 69 of the left and right cylinder banks.
[0037]
The sprockets 69 and 71 are fixed to the shaft end of the camshaft 45 by bolts 78. In this example, a so-called variable valve operating device 79 is attached to the shaft end portion of the camshaft 45 on the intake side. The variable valve operating device 79 varies the opening / closing timing of the intake valve 44 in accordance with the engine speed to improve the intake efficiency.
[0038]
In both the left and right cylinder banks, the camshafts 45 and 48 are supported by a plurality of bearing portions 80 (80A, 80B, 80C,...) And bearing portions 81 (81A, 81B, 81C,...) Along the axial direction. Is done. In this case, in the V-type engine as in this embodiment, the cylinder head 35 between the left and right cylinder banks is offset by G along the axial direction of the camshafts 45 and 48, as shown in FIG. That is, in this example, the interval H between the bearing portions 80A and 80B in the right cylinder bank is set larger by the offset amount G than the interval h between the bearing portions 80A and 80B in the left cylinder bank.
[0039]
In the cylinder bank on the right side where the cylinder head 35 is offset, a side wall 82 (FIG. 5, FIG. 6, hatched portion) is erected between the bearing portions 80A and 81A, and the side wall 82 allows the bearing portions 80A and 81A to be separated from each other. It is integrated. A columnar portion 84 having an oil passage 83 extending in the vertical direction in FIG. 6 is provided at a portion of the side wall 82 near the camshaft 45 (that is, the variable valve operating device 79). In addition, a columnar portion 86 having an oil passage 85 extending orthogonally to the oil passage 83 and extending in the axial direction of the camshafts 45 and 48 is provided. The oil passage 85 communicates with the bearing portion 80B, lubricates the bearing portion 80B, supplies oil from the bearing portion 80B to the oil passage formed in the camshaft 45, and further supports the upper and lower bearing portions 80A, 80C. It is designed to lubricate.
[0040]
Now, as shown in FIG. 5 and FIG. 6 in the present invention, a substantially V-shaped reinforcing rib that joins the side wall 82 and the fastening portions 88 of the two cylinder head fixing bolts 87 disposed in the closest position. 89 is attached. The two ribs 89a and 89b constituting the two V-shaped sides of the reinforcing rib 89 are coupled to the side wall 82 so as to intersect along the columnar portion 84 (oil passage 83). Therefore, the V-shaped reinforcing rib 89 is shown in FIG. As shown in FIG.
[0041]
The bolts 87 fasten and fix the cylinder head 35 to the cylinder block 34. As shown in FIG. 6, the reinforcing ribs 89 are formed up to substantially the same height as the bolts 87 (bolt heads). As shown in FIG. 5, a substantially triangular lubricating oil return hole 90 is formed on the V-shaped inner side of the reinforcing rib 89 formed in this way.
[0042]
In the above configuration, when the engine 2 is operated, the air taken in from the outside of the outboard motor 1 is sucked into the collector 61. Further, the air in the collector 61 is supplied to the intake manifold 37, and at that time, fuel is injected and supplied from the injector 53 to be supplied to the intake port 42 of each cylinder of the engine 2 as an air-fuel mixture. In each cylinder, the intake port 42 and the exhaust port 43 are controlled to open and close by the intake valve 44 and the exhaust valve 47, respectively. Thus, the air-fuel mixture is supplied to the combustion chamber 41 at a predetermined timing, and the combustion gas after the explosion is discharged from the exhaust port 43 to the outside of the outboard motor 1 through the exhaust manifold 54.
[0043]
When the crankshaft 7 is rotated by the operation of the engine 2, the drive shaft 3 is driven via the reduction gear 51, whereby the camshaft 45 of each cylinder bank is synchronously driven via the cam chain 50. In this case, as described above, tension is generated in the cam chain 50, and the variable valve device 79 is attached to the shaft end portion of the camshaft 45. A considerably large load is applied to the shaft end portion of the camshaft 45 due to the tension of the cam chain 50 and the weight of the variable valve operating device 79.
[0044]
In particular, the present invention has a V-shaped reinforcing rib 89 that connects the side wall 82 and the fastening portion 88 of the bolt 87, and this reinforcing rib 89 greatly improves the support rigidity around the shaft end of the camshaft 45. ing. That is, each of the fastening portions 88 of the bolts 87 arranged corresponding to the camshafts 45 and 48 is coupled to the side wall 82 via two ribs 89a and 89b, and a columnar portion 84 is provided at the coupling portion. A columnar portion 86 is provided in a shape orthogonal to the portion 84. As described above, the three-dimensional skeleton structure is constituted by the V-shaped reinforcing rib 89 and the columnar portions 84 and 86 arranged around the shaft end portions of the camshafts 45 and 48, thereby ensuring high support rigidity and the cylinder head 35 itself. Stiffness can be strengthened.
[0045]
In this case, it is a matter of course that new parts such as a bearing are not added, but rigidity is ensured without increasing the width of the bearing portions 80A and 81A themselves (in the camshaft axial direction), and the side wall 82 is also secured. Alternatively, the thickness or the like of the reinforcing rib 89 is not increased more than necessary. Therefore, since there is substantially no increase in the number of parts or weight, it is advantageous in terms of structure or cost.
[0046]
Thus, by improving the support rigidity around the shaft end portion of the camshaft 45, it is possible to effectively prevent deformation due to the tension of the cam chain 50 and the like. Therefore, the proper meshing state between the cam chain 50 and the sprocket 69 is ensured and maintained, accurate cam timing is obtained, and the smooth and proper operation of the engine 2 is guaranteed. Further, since the operating noise of the cam chain 50 and the sprocket 69 is reduced, it is possible to ensure quietness during operation.
[0047]
Further, by preventing deformation around the shaft end portion of the camshaft 45, an appropriate bearing action is ensured in the bearing portion 80A. As a result, wear around the shaft end of the camshaft 45 can be prevented, and the life can be improved by preventing seizure.
[0048]
In particular, in the case of the engine 2 that is installed vertically as in the present embodiment, the rigidity strength of the lower structure of the engine blog A that is mounted and supported on the engine base 8 is extremely important for firmly mounting the engine 2. . The engine 2 can be mounted and supported with high rigidity and strength by enhancing the rigidity of the camshafts 45 and 48 positioned at the lower part of the engine blog A and the rigidity of the cylinder head 35 itself.
[0049]
Furthermore, since the structure of the present invention substantially does not add new parts and has a relatively simple configuration, the flow of lubricating oil in the cylinder head 35 is not blocked. In addition, since the lubricating oil return hole 90 is formed inside the V-shape of the reinforcing rib 89, the lubricating oil can be smoothly guided to the lubricating oil return hole 90, and oil omission can be improved. Thus, by improving oil omission, so-called mechanical loss (mechanical loss) can be reduced.
[0050]
As mentioned above, although this invention was demonstrated with embodiment, this invention is not limited only to this embodiment, A change etc. are possible within the scope of the present invention.
For example, the reinforcing rib 89 in the above embodiment is not an exact V-shape as shown in FIG. 5, that is, one of the ribs 89 a and 89 b is coupled to the side wall 82 at an appropriate distance from the columnar portion 84. It may be a thing. Further, it is possible to have only one of the ribs 89a and 89b, and in that case, the rigidity can be ensured by increasing the thickness thereof.
[0051]
Moreover, although the example of the 6-cylinder engine 2 has been described in the above embodiment, the structure of the present invention can be effectively applied to a multi-cylinder engine other than the 6-cylinder engine. Further, the present invention can be applied to other than outboard motors.
[0052]
【The invention's effect】
As described above, according to the present invention, in particular, in a four-cycle V-type engine having a variable valve system, the camshaft shaft end portion has the reinforcing rib or the columnar portion coupled thereto, so that the camshaft shaft end portion The support rigidity is greatly improved, ensuring proper and smooth cam operation. In that case, there is an advantage that durability and the like are effectively improved without substantially increasing the weight and cost.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view showing an overall configuration of an outboard motor according to an embodiment of the present invention.
FIG. 2 is a plan view around the engine block of the 4-cycle V-type engine according to the embodiment of the present invention.
FIG. 3 is a cross-sectional view of an engine block of a 4-cycle V-type engine according to an embodiment of the present invention.
FIG. 4 is a view of the lower part of the engine block of the four-cycle V-type engine according to the embodiment of the present invention as viewed from below.
5 is a view taken in the direction of arrow R in FIG. 4 showing the periphery of the cylinder head of the four-cycle V-type engine according to the embodiment of the present invention.
6 is a cross-sectional view taken along the line II of FIG.
[Explanation of symbols]
1 Outboard motor, 2 engine, 3 drive shaft, 4 propeller, 5 drive, 6 cover, 7 crankshaft, 8 engine base, 9, 10 mount, 11 swivel bracket, 13 clamp bracket, 15 water tank, 16 oil pan , 17 Cooling water pipe, 19 Water supply pipe, 20 Cooling water pump, 21 Filter, 22 Propeller shaft, 25 Forward (forward) gear, 26 Reverse (reverse) gear, 27 Drive gear, 28 Clutch dog, 29 Clutch rod, 30 Shift Rod, 31 Shift cam, 33 Crankcase, 34 Cylinder block, 35 Cylinder head, 36 Cylinder head cover, 37 Intake manifold, 38 Cylinder bore, 39 Piston, 40 Connecting rod, 41 Combustion chamber, 42 Intake port, 43 d Exhaust port, 44 intake valve, 45, 48 camshaft, 46, 49 cam, 47 exhaust valve, 50 cam chain, 51 reduction gear, 52 spark plug, 53 injector, 54 exhaust manifold, 55 water jacket, 56 drain pipe, 58 oil Pump, 59 Oil suction pipe, 60 Oil filter, 61 Collector, 62 Collector body, 63 Cover, 64 Throttle body, 65 Throttle valve, 68 Actuator, 69 High speed air suction passage, 70 speed air suction passage, 71 High / low speed switching Valve, 72 Drive shaft, 75 Funnel, 77 Water jacket 77, 78 Actuator, 79 Variable valve, 80, 81 Bearing, 82 Side wall, 83, 85 Oil passage, 84, 86 Column shape , 87 cylinder head fixing bolts 88 fastening section, 89 V-shaped reinforcing ribs, A engine block, B drive shaft housing, C gear housing C.

Claims (5)

A camshaft support structure in a four-cycle engine in which a cam chain that transmits rotation of the crankshaft to a camshaft for driving a valve mechanism is mounted at a lower portion of an engine in which the crankshaft is vertically disposed,
One cylinder bank has a V-type cylinder bank in which a distance between a shaft end bearing portion and a bearing portion adjacent to the axial direction of the cylinder bank is set larger than that of the other cylinder bank, and the one cylinder bank has a reinforcing rib. Is attached to the camshaft support structure in a four-cycle engine. A substantially V-shaped reinforcing rib having a side wall between the shaft end bearing portions of the intake camshaft and the exhaust camshaft, and connecting the side wall and a fastening portion of a cylinder head fixing bolt located close to the side wall. The camshaft support structure in a four-cycle engine according to claim 1, wherein the camshaft support structure is provided. 3. The camshaft support in a four-cycle engine according to claim 1 or 2, wherein the reinforcing rib is disposed so as to be moderately biased toward the camshaft side on which the variable valve device is mounted at the shaft end. Construction. 4. A lubricating oil passage is formed along a connecting portion between the side wall and the reinforcing rib, and communicates with the bearing portion disposed adjacent to the side wall in a direction orthogonal thereto. The camshaft support structure in the 4-cycle engine of any one of these. The camshaft support structure in a four-cycle engine according to any one of claims 1 to 4, wherein a lubricating oil return hole is formed inside the V-shape of the reinforcing rib.

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