JP2007107504A - Internal combustion engine including variable valve gear - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine capable of eliminating influence of drive torque of a fuel pump on operation of a variable phase valve gear in the internal combustion engine including variable lift valve gears in both of an intake system and an exhaust system. <P>SOLUTION: The internal combustion engine including the variable lift valve gear mutually satisfying a relation of mirror arrangement is provided with a pulley 8 to which drive force of a crank shaft 2 is transmitted and which is driven in a same direction as a rotation direction of the crank shaft 2. A fuel pump 12 is driven by a pump drive shaft 10 extended from the pulley 8. The variable phase valve gear 16 provided on an exhaust cam shaft 18 is driven in a reverse direction of the rotation direction of the pulley 8 by a gear 14 provided on an outer circumference of the pump drive shaft 10. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an internal combustion engine having a variable valve mechanism.

  A device is known that includes a pump cam directly driven by a driving force transmitted from a crankshaft on the outer periphery of a camshaft provided with a variable valve timing mechanism (see, for example, Patent Document 1). According to this device, the drive of the fuel pump can be made independent of the drive of the variable valve timing mechanism. Therefore, the influence of fluctuations in the driving torque of the fuel pump on the operation of the variable valve timing mechanism can be reduced.

JP 2003-343181 A

  By the way, in the case where the lift amount variable valve mechanisms are arranged in both the intake system and the exhaust system, it is required to arrange these variable lift amount valve mechanisms in order to make the parts common. Further, when the lift amount variable valve mechanism is mirror-arranged as described above, it is required to drive the intake cam shaft and the exhaust cam shaft in opposite directions to achieve a desired valve timing. Therefore, even when the influence of the driving torque of the fuel pump on the operation of the variable valve mechanism is taken into consideration, the above apparatus configuration is left as it is for an internal combustion engine having such a mirror-disposed lift variable valve mechanism. It cannot be applied.

  The present invention has been made to solve the above-described problems, and in an internal combustion engine having a variable lift amount valve mechanism in both an intake system and an exhaust system, the fuel pump with respect to the operation of the variable phase valve mechanism is provided. An object of the present invention is to provide an internal combustion engine capable of eliminating the influence of driving torque.

In order to achieve the above object, a first invention is an internal combustion engine having an intake system and an exhaust system having a variable lift valve mechanism that satisfies a mirror arrangement relationship with each other.
A pump drive shaft that is driven in the same direction as the rotation direction of the crankshaft by a driving force transmitted from the crankshaft and drives a fuel pump;
A gear provided on the outer periphery of the pump drive shaft;
A first cam shaft driven by the gear in a direction opposite to the rotation direction of the pump drive shaft;
A variable phase valve mechanism provided on the first camshaft;
And a second camshaft that is driven in the same direction as the rotation direction of the pump drive shaft by the drive force transmitted from the crankshaft.

Further, the second invention is an internal combustion engine having a lift amount variable valve mechanism that satisfies the relationship of mirror arrangement with each other in an intake system and an exhaust system,
A pulley to which driving force of the crankshaft is transmitted and driven in the same direction as the rotation direction of the crankshaft;
A pump drive shaft extending from the pulley and driving a fuel pump;
A gear provided on the outer periphery of the pump drive shaft;
A first variable phase valve mechanism that is driven by the gear in a direction opposite to the rotational direction of the pulley;
And a second variable phase valve mechanism that is driven in the same direction as the rotation direction of the pulley by a driving force transmitted from the pulley or the crankshaft.

  According to the first aspect of the invention, the fuel pump is driven by the pump drive shaft independent of the first and second cam shafts, and the first cam shaft is driven by the gear provided on the pump drive shaft. Driven in the opposite direction of the shaft. Therefore, in the internal combustion engine having the variable valve mechanisms in both the intake system and the exhaust system, the first cam shaft and the second cam shaft can be driven in opposite directions, and are provided on the first cam shaft. The influence of the drive torque of the fuel pump on the operation of the phase variable valve mechanism thus made can be eliminated.

  According to the second invention, the first phase variable valve mechanism is driven in the direction opposite to the rotation direction of the pulley by the gear provided on the pump drive shaft, and the second force is transmitted by the drive force transmitted from the pulley or the crankshaft. The phase variable valve mechanism is driven in the same direction as the rotation direction of the pulley. Therefore, in the internal combustion engine having the variable valve mechanisms in both the intake system and the exhaust system, the two camshafts can be driven in opposite directions to each other, and the fuel pump is operated with respect to the operation of the first phase variable valve mechanism. The influence of driving torque can be eliminated.

  Embodiments of the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected to the element which is common in each figure, and the overlapping description is abbreviate | omitted.

[System configuration]
FIG. 1 is a diagram for explaining a system according to an embodiment of the present invention. The system according to the first embodiment includes a crankshaft 2 as a drive shaft. A piston is connected to the crankshaft 2 via a crank mechanism. A crank sprocket 4 is provided on the outer periphery of the crankshaft 2. The crank sprocket 4 is connected to a pump sprocket (pulley) 8 via a timing chain or a timing belt as a transmission mechanism 6. As a result, the driving force of the crankshaft 2 is transmitted to the pump sprocket 8.
The pump sprocket 8 is provided at the front end of the pump drive shaft 10. That is, the pump drive shaft 10 extends from the pump sprocket 8. Thus, when the crankshaft 2 is driven, the pump drive shaft 10 is directly driven by the driving force of the crankshaft 2. Further, the pump drive shaft 10 is driven in the same direction as the rotation direction of the crankshaft 2. The pump drive shaft 10 is disposed between an exhaust cam shaft 18 and an intake cam shaft 22 (described later) and slightly above the cam shafts 18 and 22. The pump drive shaft 10 is provided independently from the exhaust cam shaft 18 and the intake cam shaft 22.

  A fuel pump 12 is provided at the rear end of the pump drive shaft 10. The fuel pump 12 is configured to supply high-pressure fuel to an injector (not shown). Although detailed illustration is omitted, when the pump drive shaft 10 rotates, a pump cam provided on the outer periphery of the pump drive shaft 10 rotates and the plunger moves up and down. By the vertical movement of the plunger, the pressure of the fuel sucked into the pressurizing chamber from the fuel tank is increased, and high-pressure fuel is discharged from the discharge port to the delivery pipe.

  Auxiliary devices such as an air compressor, an alternator, and a water pump driven by a serpentine belt are arranged in front of the crank sprocket 4 (frontward in the drawing), that is, in front of the internal combustion engine.

  A gear 14 is provided on the outer periphery of the pump drive shaft 10 slightly ahead of the fuel pump 12. The gear 14 is connected to a gear of a vane type variable phase valve mechanism 16 provided at the rear end of the exhaust camshaft 18. As a result, when the pump drive shaft 10 is driven, the exhaust cam shaft 18 is driven in the direction opposite to the rotational direction of the pump drive shaft 10. The phase variable valve mechanism 16 is configured to vary the phase difference of the exhaust camshaft 18 with respect to the crankshaft 2. The exhaust cam shaft 18 is provided with a plurality of exhaust cams 20 corresponding to the plurality of cylinders. As will be described in detail later, a variable lift amount valve mechanism 30B is provided between the exhaust cam 20 and the exhaust valve 32B so that the lift amount and operating angle of the exhaust valve 32B are variable (see FIG. 2).

  Further, the system of the present embodiment has an intake cam shaft 22 at the same height as the exhaust cam shaft 18. A vane type variable phase valve mechanism 24 is provided at the front end of the intake camshaft 22. The gear of the variable phase valve mechanism 24 is connected to the pump sprocket 8 via a timing chain or timing belt as the transmission mechanism 26. As a result, when the pump drive shaft 10 is driven, the intake cam shaft 22 is driven in the same direction as the rotation direction of the pump drive shaft 10. The phase variable valve mechanism 24 is configured to vary the phase of the intake camshaft 22 with respect to the crankshaft 2. The intake camshaft 22 is provided with a plurality of intake cams 28 corresponding to the plurality of cylinders. Although details will be described later, a variable lift amount valve operating mechanism 30A is provided between the intake cam 28 and the intake valve 32A to vary the lift amount and the operating angle of the intake valve 32A (see FIG. 2).

  Although not shown in the drawings, the phase variable valve mechanisms 16 and 24 include an advance side hydraulic chamber, a retard side hydraulic chamber, and an oil control valve, respectively. The camshafts 18 and 22 can be rotated to the advance side by controlling the position of the oil control valve and applying hydraulic pressure to the advance side hydraulic chamber. Further, the camshafts 18 and 22 can be rotated to the retard side by controlling the position of the oil control valve and applying hydraulic pressure to the retard side hydraulic chamber. Thus, by controlling the position of the oil control valve, the phase difference between the camshafts 18 and 22 and the crankshaft 2 can be controlled.

[Configuration of variable lift valve mechanism]
FIG. 2 is a side view for explaining a variable lift amount valve mechanism in the system according to the present embodiment. Specifically, it is the figure which looked at the lift amount variable valve mechanism from the axial direction of the cam shaft.
As shown in FIG. 2, an intake system variable lift amount valve mechanism 30A and an exhaust system variable lift amount valve mechanism 30B are mirror-arranged. Although not shown, the intake port where the intake valve 32A is disposed and the exhaust port where the exhaust valve 32B is disposed have a mirror-symmetrical relationship. Therefore, by arranging the two lift amount variable valve mechanisms 30A, 30B in this manner in a mirror arrangement, the configuration of the lift amount variable valve mechanisms 30A, 30B can be made common. , 30B can be shared. Here, for convenience of explanation, the intake-side variable amount valve mechanism 30A will be described.

  The lift amount variable valve mechanism 30A has a rocker arm type mechanical valve mechanism. According to the lift amount variable valve mechanism 30A, the rotational motion of the intake cam shaft 22 is converted into the swing motion of the rocker arm 34A via the intake cam 28, and the up and down motion of the intake valve 32A supported by the rocker arm 34A. Converted. The lift amount variable valve mechanism 30A includes a variable mechanism 36A between the intake cam 28 and the rocker arm 34A. The variable mechanism 36A is configured to interlock the swinging motion of the rocker arm 34A with the rotational motion (profile change) of the intake cam 28. The lift amount variable valve mechanism 30A can change the swing amount and swing timing of the rocker arm 34A by variably controlling the variable mechanism 36A. Thereby, the operating angle and lift amount of the intake valve 32A can be continuously changed.

  As shown in FIG. 2, in the lift amount variable valve mechanism 30A, one end of the rocker arm 34A is supported by the intake valve 32A. The other end of the rocker arm 34A is supported by a hydraulic lash adjuster 33A. A rocker roller 35A is rotatably provided at the center of the rocker arm 34A.

  The variable mechanism 36A includes a control shaft 38A, a control arm 40A, a link arm 42A, a swing cam arm 44A, a first roller 47A, and a second roller 48A as main components.

  The control shaft 38A is disposed in parallel with the cam shafts 18 and 22. A worm wheel 50A is mounted on the control shaft 38A in the vicinity of the end thereof. A worm gear 52A is meshed with the worm wheel 50A. That is, the gear teeth carved on the worm wheel 50A and the helical gear carved on the worm gear 52A are meshed. Thereby, the rotational motion of the worm gear 52A is converted to the rotational motion of the control shaft 38A with a large reduction ratio via the worm wheel 50A. The worm gear 52A is connected to an electric motor (actuator) 54A. According to such a configuration, the angle of the control shaft 38A can be controlled by controlling the rotation of the electric motor 54A.

  The control arm 40A is fixed to the control shaft 38A. The control arm 40A protrudes in the radial direction of the control shaft 38A, and the rear end portion of the arc-shaped link arm 42A is attached to the protruding portion by a pin 43A. The position of the pin 43A is eccentric from the center of the control shaft 38A. This pin 43A becomes a swing fulcrum of the link arm 42A.

  The swing cam arm 44A is swingably supported by the control shaft 38A. A slide surface 45A is formed on the side of the swing cam arm 44A facing the intake cam 28. A swing cam surface 46A is formed on the opposite side of the slide surface 45A. The rocking cam surface 46A has a non-working surface formed so that the distance from the rocking center of the rocking cam arm 44A is constant, and a position farther from the non-working surface from the shaft center of the control shaft 38A. It is comprised with the action surface formed so that distance may become far.

  A first roller 47A and a second roller 48A are disposed between the swing cam arm 44A and the peripheral surface of the intake cam 28. Specifically, the first roller 47A is disposed so as to contact the peripheral surface of the intake cam 28, and the second roller 48A is disposed so as to contact the slide surface 45A of the swing cam arm 44A. The first roller 47A and the second roller 48A are rotatably supported at the tip of the link arm 42A. Therefore, the first and second rollers 47A and 48A can swing along the slide surface 45A and the peripheral surface of the intake cam 28 while maintaining a certain distance from the pin 43A.

  The aforementioned rocker arm 34A is disposed below the swing cam arm 44A. The rocker roller 35A provided on the rocker arm 34A is pressed against the swing cam surface 46A of the swing cam arm 44A by the urging force of the valve spring and the hydraulic lash adjuster 33A.

  According to the configuration of the variable mechanism 36A described above, when the intake cam 22 rotates in the forward direction (clockwise direction), the pressing force of the intake cam 22 is transmitted to the slide surface 45A via the first and second rollers 47A and 48A. Is done. When the contact point between the swing cam surface 46A and the rocker roller 35A extends from the non-operation surface to the operation surface, the rocker arm 34 is pushed down and the intake valve 32A is opened.

  Further, according to the configuration of the variable mechanism 36A, when the control shaft 38A is rotated, the rotation angle of the control arm 40A is changed, the position of the second roller 48A on the slide surface 45A is changed, and the swing during the lift operation is changed. The swing range of the cam arm 44A changes. More specifically, when the control shaft 38A is rotated in the counterclockwise direction in FIG. 2, the position of the second roller 48A on the slide surface 45A moves to the distal end side of the swing cam arm 44A. Then, the rotation angle of the swing cam arm 44A required until the rocker arm 34A is actually pressed after the swing cam arm 44A starts swinging due to the transmission of the pressing force of the intake cam 22 is the control shaft. 2 becomes larger as it rotates counterclockwise in FIG. That is, the operating angle and the lift amount of the intake valve 32A can be reduced by rotating the control shaft 38A in the counterclockwise direction in FIG. On the other hand, the operating angle and lift amount of the intake valve 32A can be increased by rotating the control shaft 38A in the clockwise direction in FIG.

  FIG. 3 is a diagram showing phase coupling caused by the control of the lift amount variable valve mechanism 30A. As shown in FIG. 3, when the intake camshaft 22 is rotated in the forward direction (clockwise direction), if the operating angle and the lift amount of the intake valve 32A are reduced, the valve opening phase is advanced. On the other hand, when the operating angle and lift amount of the intake valve 32A are increased, the valve opening phase is retarded. Therefore, in this case, even if the operating angle and the lift amount are changed, the valve opening timing of the intake valve 32A hardly changes, and the valve closing timing greatly changes.

  As described above, the exhaust system variable lift valve mechanism 30B and the intake system variable lift mechanism 30A have a mirror arrangement. Therefore, when the exhaust camshaft 28 is rotated in the positive direction (clockwise direction), that is, in the same direction as the rotation direction of the intake camshaft 22, the phase coupling as shown in FIG. Will result in reverse phase coupling). That is, when the rotation angle of the control shaft 38B is controlled to reduce the operating angle and the lift amount of the exhaust valve 32B, the valve opening phase is retarded. Further, when the operating angle and the lift amount of the exhaust valve 32B are increased, the valve opening phase is advanced. Therefore, in this case, even when the operating angle and the lift amount are changed, the valve closing timing of the exhaust valve 32B hardly changes, and the valve opening timing greatly changes.

  However, as can be seen from the valve timing control characteristics described later (see FIG. 5), the present embodiment requires that the valve closing timing (EC) of the exhaust valve 32B be greatly changed when the operating region is different. Is done. Only the phase angle control by the phase variable valve mechanism 16 has a small variable amount, and it is difficult to satisfy this requirement. Therefore, the exhaust valve 32B needs to generate the phase coupling shown in FIG. 3 instead of the phase coupling shown in FIG.

  Therefore, in the present embodiment, the exhaust cam shaft 28 is rotated in the direction opposite to the rotation direction of the intake cam shaft 22 (counterclockwise direction). Specifically, the exhaust cam shaft 28 is rotated by the gear 14 provided on the pump drive shaft 10 that rotates in the forward direction, thereby realizing the reverse rotation of the exhaust cam shaft 28. In addition to such a configuration, the phase coupling as shown in FIG. 3 can be generated by changing the operating angle and the lift amount of the exhaust valve 32B by the variable lift valve mechanism 30B. Accordingly, by closing the exhaust camshaft 28 and controlling the operating angle and lift amount of the exhaust valve 32B, the valve closing timing (E.C.) of the exhaust valve 32B can be changed within a large range.

[Valve timing control characteristics]
FIG. 5 is a diagram illustrating an example of valve timing control characteristics in the present embodiment. More specifically, FIG. 5 (A) is a diagram showing control characteristics at low temperature start and low load, and FIG. 5 (B) is a diagram showing control characteristics at medium load. (C) is a figure which shows the control characteristic at the time of high load.

  As shown in FIG. 5A, at the time of low temperature start and low load, the valve closing timing (E.C.) of the exhaust valve 32B is advanced and the valve opening timing (I.O.) of the intake valve 32A is retarded. As a result, a negative overlap occurs, and the combustion gas is confined in the cylinder by an arbitrary stroke volume, so that the ratio of the cylinder residual gas is increased. As a result, the combustion temperature can be increased, and a good combustion state can be obtained even at a low temperature start. Thereby, discharge | emission of unburned HC can be reduced.

As shown in FIG. 5B, at the time of medium load, the closing timing (IC) of the intake valve 32A is retarded to delay the compression start timing and the opening timing (EO) of the exhaust valve 32B is retarded. By achieving the expansion volume, the Attokinson Cycle is achieved. By realizing the Atkinson cycle, that is, by making the expansion volume larger than the intake volume, the energy obtained by combustion can be used efficiently for the kinetic energy of the internal combustion engine, and the energy efficiency of the internal combustion engine is increased. Can improve fuel efficiency.
In addition, a small positive overlap is achieved at medium load. The small positive overlap can secure the intake air amount corresponding to the fuel amount and improve the exhaust characteristics.

  As shown in FIG. 5C, when the load is high, a larger positive overlap is realized than when the load is medium. Therefore, volumetric efficiency can be improved and output can be improved.

  FIG. 6 is a diagram showing a variable valve mechanism used for controlling the valve timing characteristics in the present embodiment. As shown in FIG. 6, in the present embodiment, the exhaust valve 32B and the intake valve 32A are both opened to control the valve overlap. A phase variable valve mechanism 24 is used. That is, the valve closing timing (EC) of the exhaust valve 32B is controlled by the lift amount variable valve mechanism 30B, and the valve opening timing (IO) of the intake valve 32A is controlled by the phase variable valve mechanism 24, so that a desired valve can be obtained. An overlap amount is obtained.

  Further, as shown in FIG. 6, an exhaust-side variable phase valve mechanism 16 and an intake-side variable lift valve mechanism 30A are used to realize the Atkinson cycle. That is, the opening timing (EO) of the exhaust valve 32B is controlled by the variable phase valve mechanism 16, and the closing timing (IC) of the intake valve 32A is controlled by the variable lift amount valve mechanism 30A. Can be achieved.

As described above, according to the present embodiment, in the internal combustion engine in which the intake side variable lift valve mechanism 30A and the exhaust side variable lift valve mechanism 30B are mirror-arranged, the intake camshaft 22 The pump drive shaft 10 is provided independently of the exhaust cam shaft 18, and the gear 14 provided on the pump drive shaft 10 is connected to the phase variable valve mechanism 16 provided on the exhaust cam shaft 18. As a result, the exhaust camshaft 18 and the intake camshaft 22 can be driven in opposite directions.
In addition to the drive of the fuel pump 12, the gear 14 drives the exhaust cam 20 and the phase variable valve mechanism 16 so that the phase variable valve mechanism 16 is independent of the drive of the fuel pump 12. Can be operated. That is, the influence of the driving torque of the fuel pump 12 on the operation of the variable phase valve mechanism 16 can be eliminated. Therefore, even when the driving torque of the fuel pump 12 is large, it is not necessary to increase the driving torque of the variable phase valve mechanism 16 and the internal combustion engine can be downsized.

  In the present embodiment, the exhaust camshaft 18 is rotated in the reverse direction, and the valve operating timing and the lift amount of the exhaust valve 32B are changed by the lift amount variable valve mechanism 30B. (EC) can be changed greatly. Thereby, the control characteristic of the valve timing shown in FIG. 5 can be realized. Therefore, it is possible to reduce unburned HC emission by obtaining a good combustion state at low temperature start and low load, improve fuel efficiency and improve exhaust characteristics at medium load, and output at high load An internal combustion engine that can improve the efficiency can be obtained.

  In the present embodiment, the pump drive shaft 10 is disposed above the intake cam shaft 22 and the exhaust cam shaft 18, so that no new components need be disposed in front of the crank sprocket 4. Therefore, since it is not necessary to change the conventional auxiliary arrangement in front of the crank sprocket 4, the internal combustion engine can be downsized.

  In the present embodiment, the gear 14 is provided near the rear end of the pump drive shaft 10, but the gear 14 may be provided near the front end of the pump drive shaft 10. In this case, by providing the phase variable valve mechanism 16 at the front end of the exhaust camshaft 18, the same effect as in the above embodiment can be obtained.

  In the present embodiment, the phase variable valve mechanism 24 is connected to the pump sprocket 8 via the transmission means 26, but the phase variable valve mechanism 24 is connected to the crank sprocket 4 via the transmission mechanism. May be. Also in this case, the intake camshaft 22 can be driven in the same direction as the crankshaft 2 and the pump drive shaft 10.

Further, in the present embodiment, the gear 14 and the variable phase valve mechanism 16 are connected, but a gear may be provided on the exhaust camshaft 18 and the gear and the gear 14 may be connected. Also in this case, the same effect as the above embodiment can be obtained.
Alternatively, a sprocket may be provided at the front end of the intake camshaft 22 and the sprocket and the pump sprocket 8 may be connected by a timing chain 26.

It is a figure for demonstrating the system of embodiment of this invention. It is a side view for demonstrating a lift amount variable valve mechanism in the system by embodiment of this invention. In the embodiment of the present invention, it is a diagram showing the phase coupling of the intake valve caused by the control of the lift amount variable valve mechanism 30A. It is a figure which shows the phase coupling | bonding of the exhaust valve which arises when an exhaust camshaft is rotated to a normal direction. In an embodiment of the invention, it is a figure showing an example of a control characteristic of valve timing. In embodiment of this invention, it is a figure which shows the variable valve mechanism used for control of a valve opening characteristic.

Explanation of symbols

2 Crankshaft 4 Crank sprocket 6 Timing chain, timing belt 8 Pump sprocket (pulley)
DESCRIPTION OF SYMBOLS 10 Pump drive shaft 12 Fuel pump 14 Gear 16 Phase variable valve mechanism 18 Exhaust cam shaft 20 Exhaust cam 22 Intake cam shaft 24 Phase variable valve mechanism 26 Timing chain, timing belt 28 Intake cam 30A, 30B Variable lift amount valve mechanism 32A Intake valve 32B Exhaust valve 33A, 33B Hydraulic lash adjuster 34A, 34B Rocker arm 35A, 35B Rocker roller 36A, 36B Variable mechanism 38A, 38B Control shaft 40A, 40B Control arm 42A, 42B Link arm 44A, 44B Oscillating cam arm 47A, 47B 1st roller 48A, 48B 2nd roller 50A, 50B Worm wheel 52A, 52B Worm gear 54A, 54B Electric motor

Claims (2)

An internal combustion engine having a variable lift amount valve operating mechanism that satisfies the relationship of mirror arrangement with each other in an intake system and an exhaust system,
A pump drive shaft that is driven in the same direction as the rotation direction of the crankshaft by a driving force transmitted from the crankshaft and drives a fuel pump;
A gear provided on the outer periphery of the pump drive shaft;
A first cam shaft driven by the gear in a direction opposite to the rotation direction of the pump drive shaft;
A variable phase valve mechanism provided on the first camshaft;
An internal combustion engine having a variable valve mechanism, comprising: a second camshaft that is driven in the same direction as a rotation direction of the pump drive shaft by a driving force transmitted from the crankshaft. An internal combustion engine having a variable lift amount valve operating mechanism that satisfies the relationship of mirror arrangement with each other in an intake system and an exhaust system,
A pulley to which driving force of the crankshaft is transmitted and driven in the same direction as the rotation direction of the crankshaft;
A pump drive shaft extending from the pulley and driving a fuel pump;
A gear provided on the outer periphery of the pump drive shaft;
A first variable phase valve mechanism that is driven by the gear in a direction opposite to the rotational direction of the pulley;
An internal combustion engine having a variable valve mechanism, comprising: a second phase variable valve mechanism that is driven in the same direction as the rotation direction of the pulley by a driving force transmitted from the pulley or the crankshaft. .

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