JP2933156B2 - V-type engine for automobile - Google Patents

V-type engine for automobile

Info

Publication number
JP2933156B2
JP2933156B2 JP7180616A JP18061695A JP2933156B2 JP 2933156 B2 JP2933156 B2 JP 2933156B2 JP 7180616 A JP7180616 A JP 7180616A JP 18061695 A JP18061695 A JP 18061695A JP 2933156 B2 JP2933156 B2 JP 2933156B2
Authority
JP
Japan
Prior art keywords
camshaft
transmission means
driving
cylinder
camshafts
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
JP7180616A
Other languages
Japanese (ja)
Other versions
JPH08105306A (en
Inventor
一雄 内山
隆光 鈴木
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.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
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 Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Priority to JP7180616A priority Critical patent/JP2933156B2/en
Publication of JPH08105306A publication Critical patent/JPH08105306A/en
Application granted granted Critical
Publication of JP2933156B2 publication Critical patent/JP2933156B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • 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
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Description

【発明の詳細な説明】 【０００１】 【産業上の利用分野】本発明は、各シリンダ列に吸気弁
駆動用カム軸および排気弁駆動用カム軸が設けられる自
動車用Ｖ型エンジンに関し、特に吸気弁駆動用カム軸や
排気弁駆動用カム軸などの動弁装置を駆動する伝動装置
の構造に関するものである。 【０００２】 【従来の技術】従来、各シリンダ列毎に吸気弁駆動用カ
ム軸と排気弁駆動用カム軸とをそれぞれ備えたＶ型エン
ジンとしては、例えば実開昭５７ー１７６６０４号公報
に開示されたものがある。このＶ型エンジンの動弁装置
は、各シリンダ列に２本設けられた弁駆動用カム軸を１
本のタイミングチェ―ンを介してクランク軸に連結した
構造で、シリンダ列毎にタイミングチェ―ンが設けられ
ていた。 【発明が解決しようとする課題】 【０００３】しかるに、このように構成された従来のＶ
型エンジンでは、各シリンダ列の２本の弁駆動用カム軸
には、クランク軸のタイミングチェ―ン用スプロケット
の略２倍の外径をもって形成されたスプロケットがそれ
ぞれ取付けられており、その２つのスプロケットどうし
が触れ合わないように互いに離間させなければならな
い。このため、シリンダヘッドを小型化するにも限度が
あった。 【０００４】本発明は、従来の技術の有するこのような
問題点に鑑みてなされたものであり、その目的とすると
ころは、シリンダヘッドを小型化すると共に、各吸気弁
の開閉タイミングおよび各排気弁の開閉タイミングに狂
い発生が少ない自動車用Ｖ型エンジンを提供しようとす
るものである。 【０００５】 【課題を解決するための手段】上記目的を達成するため
に、本発明における自動車用Ｖ型エンジンは、２列のシ
リンダ列をＶ型に配し、各シリンダ列毎に吸気弁駆動用
カム軸と排気弁駆動用カム軸の２本のカム軸を設けた自
動車用Ｖ型エンジンであって、前記各シリンダ列の２本
のカム軸のそれぞれ内側の同種弁駆動用カム軸とクラン
ク軸とを単一の無端伝動帯により動力が伝達される第１
伝動手段で連結すると共に、前記各シリンダ列の吸気弁
駆動用カム軸と排気弁駆動用カム軸の２本のカム軸どう
しを無端伝動帯により動力が伝達される第２伝動手段で
連結し、前記第１伝動手段をカム軸の軸線方向でシリン
ダヘッドの一側の外側に配置すると共に該シリンダヘッ
ドの他側の外側に前記第２伝動手段を配置し、該第２伝
動手段の一方の無端伝動帯の上部および他方の無端伝動
帯の下部にそれぞれの無端伝動帯を緊張する緊張部材を
配置したことを特徴とするものである。 【０００６】 【作用】上記のように構成された自動車用Ｖ型エンジン
であるので、カム軸に結合された第２伝動手段の動力伝
達用回転体を、第１伝動手段におけるカム軸の動力伝達
用回転体より小径に形成することによって、第２伝動手
段の外形寸法が小さくなる。また、第１伝動手段におい
てクランク軸の回転に連動する弁駆動用カム軸を同種弁
駆動用カム軸としたので、第１伝動手段および第２伝動
手段におけるそれぞれの無端伝動帯に多少の伸縮の差が
でても、各吸気弁駆動用カム軸と排気弁駆動用カム軸は
それぞれ同種弁駆動用カム軸どうしで第１伝動手段で同
時回転、又第２伝動手段でも同時回転される。また、シ
リンダヘッドからの第１，第２伝動手段の突出量が少な
く抑えられ、かつ第２伝動手段用の緊張部材が容易に取
付けられる。 【０００７】 【実施例】以下、図面を参照して、この発明の実施例に
ついて説明をする。図１は自動車のエンジン室の平面図
であり、左右の車輪壁２，２の内側に、エンジン３と変
速機４とが補助フレ―ム５によって搭載されている。６
はエンジン室の前面に配設されたラジエ―タ、７は電動
式の冷却ファンである。 【０００８】エンジン３はクランク軸８を車両の左右方
向に向けて配置し、その前後にシリンダ列を配したＶ型
６気筒エンジンである。すなわち、図２で示すように、
前後のシリンダ列は、それぞれシリンダ１０とシリンダ
ヘッド１２およびピストン１３によって形成される燃焼
室１４を有し、各燃焼室１４には２個の吸気弁１５を介
して２本の吸気通路１６と、同じく２個の排気弁１７を
介して２本の排気通路１８がそれぞれ接続されている。 【０００９】１９は吸気弁１５を駆動する吸気弁駆動用
カム軸、２０は排気弁１７を駆動する排気弁駆動用カム
軸であり、吸気弁駆動用カム軸１９はＶ型に配置された
２個のシリンダ１０，１０の内側に配置され、排気弁駆
動用カム軸２０が外側に配置されている。 【００１０】吸気通路１６は１個の燃焼室につき、長さ
の異なる管路２個が設けられている。２１，２１は吸気
通路１６の上流端をなす吸気分配箱であり、各シリンダ
列のシリンダヘッド１２の上部に取付けられ、前記２個
の吸気通路１６のうち、短い管路１個はその直上の吸気
分配箱２１に、長い管路１個は他側のシリンダ列の吸気
分配箱２１にそれぞれ接続されている。 【００１１】２２は排気通路１８の一部をなす排気管で
あり、各シリンダ列から下方へ伸びている。前側のシリ
ンダ列の排気管２２はクランク箱２３の下面に配置した
排気浄化触媒２４を介して後方に伸び、後側のシリンダ
列の排気管２２はクランク箱２３の後方に配置した排気
浄化触媒２５を介して後方に伸び、両者は合流した後、
図示していない排気消音器を介して大気中へ開放され
る。 【００１２】次に、吸気弁駆動用カム軸１９と排気弁駆
動用カム軸２０とを駆動する装置の構造について説明を
する。Ｖバンクの内側に配置された２本の吸気弁駆動用
カム軸１９は、シリンダヘッド１２の一側から外側へ突
出し、そこに第１従動プ―リ１９ａが固定されている。
第１従動プ―リ１９ａは第１伝動手段の一部を構成する
歯付の第１調時ベルト２６を介して、クランク軸８に取
付けた第１駆動プ―リ８ａにより駆動される。２７は第
１調時ベルト２６を緊張する緊張プ―リ、２８はベルト
カバ―である。 【００１３】本発明に係る第１伝動手段は、各吸気弁駆
動用カム軸１９，１９に該吸気弁駆動用カム軸１９の軸
線方向でシリンダヘッド１２の一側の外側に取付けられ
た第１従動プ―リ１９ａと、クランク軸８の第１駆動プ
―リ８ａと、この第１駆動プ―リ８ａと前記第１従動プ
―リ１９ａ，１９ａとに巻掛けられた単一の無端伝動帯
として１本の第１調時ベルト２６等によって構成されて
いる。 【００１４】シリンダヘッド１２の他側からは、吸気弁
駆動用カム軸１９と排気弁駆動用カム軸２０とが外部へ
突出し、そこには吸気弁駆動用カム軸１９に第２駆動プ
―リ１９ｂが、また、排気弁駆動用カム軸２０には第２
従動プ―リ２０ａがそれぞれ固定されている。そして、
両プ―リは、第２伝動手段の一部を構成する無端伝動帯
の第２調時ベルト２９によって互いに連結されている。
３０はベルトカバ―、３１は緊張プ―リである。 【００１５】本発明に係る第２伝動手段は、吸気弁駆動
用カム軸１９における前記第１従動プ―リ１９ａとは吸
気弁駆動用カム軸１９の軸線方向で反対側に取付けられ
た第２駆動プ―リ１９ｂと、排気弁駆動用カム軸２０に
取付けられた第２従動プ―リ２０ａと、これらのプ―リ
に巻掛けられた無端伝動帯の第２調時ベルト２９とによ
って構成されている。そして、第２伝動手段の第２駆動
プ―リ１９ｂおよび第２従動プ―リ２０ａは、互いに同
径に形成され、かつ第１伝動手段の第１従動プ―リ１９
ａより小径に形成されている。 【００１６】このように構成されたＶ型エンジンでは、
クランク軸８の回転は、１本の第１調時ベルト２６と第
１従動プーリ１９ａにより、Ｖバンクの内側に配置され
た２本の吸気弁駆動用カム軸１９に伝動される。２本の
吸気弁駆動用カム軸１９と２本の排気弁駆動用カム軸２
０とは、エンジンの他側（第１伝動手段とは反対側）に
配置された、第２駆動プーリ１９ｂと第２従動プーリ２
０ａおよびそれらに巻掛けられた無端伝動帯の第２調時
ベルト２９によって特定の位相を保って回転する。そし
て、緊張部材である緊張プーリ３１は各無端伝動帯の第
２調時ベルト２９の一方（図４で右側の第２調時ベルト
２９）の上方および他方（図４で左側の第２調時ベルト
２９）の下方を緊張する。 【００１７】以上のように、クランク軸８の回転に連動
して各シリンダ列の吸気弁駆動用カム軸１９と排気弁駆
動用カム軸２０とが回転する。したがって、吸気弁駆動
用カム軸１９、排気弁駆動用カム軸２０に結合された第
２伝動手段の第２駆動プ―リ１９ｂ、第２従動プ―リ２
０ａを、第１伝動手段における吸気弁駆動用カム軸１９
の第１従動プ―リ１９ａより小径に形成することによっ
て、第２伝動手段全体の外形寸法を小さくすることがで
きる。 【００１８】なお、上記実施例では、第１伝動手段にお
いてクランク軸８の回転に連動する弁駆動用カム軸を吸
気弁駆動用カム軸１９，１９としたが、連動する弁駆動
用カム軸として排気弁駆動用カム軸２０，２０を選定し
てもよい。いずれにしても、同種弁駆動用カム軸どうし
が第１又は第２伝動手段で同時回転されるものであるか
ら、同種弁どうしの開閉の間隔および両バンクの異種弁
間の開閉位相差に格別のむらを生じることがない。 【００１９】 【発明の効果】本発明に係る自動車用Ｖ型エンジンは、
各シリンダ列の２本のカム軸のそれぞれ内側の同種弁駆
動用カム軸とクランク軸とを単一の無端伝動帯により動
力が伝達される第１伝動手段で連結すると共に、前記各
シリンダ列の吸気弁駆動用カム軸と排気弁駆動用カム軸
の２本のカム軸どうしを無端伝動帯により動力が伝達さ
れる第２伝動手段で連結したので、カム軸に結合された
第２伝動手段の動力伝達用回転体を、第１伝動手段にお
けるカム軸の動力伝達用回転体より小径に形成すること
によって、第２伝動手段の外形寸法が小さくなるから、
Ｖバンク側のカム軸を他方のカム軸に接近させることで
２本のカム軸どうしの間隔を狭くすることができる。し
たがって、シリンダヘッドを小型化することができる。 【００２０】また、第１伝動手段においてクランク軸の
回転に連動する弁駆動用カム軸を同種弁駆動用カム軸と
したので、第１伝動手段および第２伝動手段におけるそ
れぞれの無端伝動帯に多少の伸縮の差がでても、各吸気
弁駆動用カム軸と排気弁駆動用カム軸はそれぞれ同種弁
駆動用カム軸どうしで第１又は第２伝動手段で同時回転
されるものであるから、同種弁どうしの開閉の間隔およ
び両バンクの異種弁間の開閉位相差に格別のむらを生じ
ることがなく、吸気弁および排気弁は所望の開閉動作を
確実に実行し優れた自動車用Ｖ型エンジンとなる。しか
も、第１伝動手段をカム軸の軸線方向でシリンダヘッド
の一側の外側に配置すると共に該シリンダヘッドの他側
の外側に第２伝動手段を配置し、該第２伝動手段の一方
の無端伝動帯の上部および他方の無端伝動帯の下部を緊
張する緊張部材を設けたものであるから、シリンダヘッ
ドからの第１，第２伝動手段の突出量が少なく抑えられ
てエンジンの幅もより小さくすることができ、かつ第２
伝動手段用の緊張部材がシリンダヘッドに容易に取付け
られる。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a V-type engine for an automobile in which a camshaft for driving an intake valve and a camshaft for driving an exhaust valve are provided in each cylinder row. The present invention relates to the structure of a transmission that drives a valve train such as a valve drive camshaft or an exhaust valve drive camshaft. 2. Description of the Related Art Conventionally, a V-type engine provided with a cam shaft for driving an intake valve and a cam shaft for driving an exhaust valve for each cylinder row is disclosed, for example, in Japanese Utility Model Laid-Open No. 57-176604. Something was done. The valve train of this V-type engine has two valve drive camshafts provided in each cylinder row.
It has a structure in which it is connected to a crankshaft via a timing chain, and a timing chain is provided for each cylinder row. [0003] However, the conventional V thus constructed is
In the type engine, a sprocket having an outer diameter approximately twice as large as a sprocket for a timing chain of a crankshaft is attached to two valve driving camshafts of each cylinder row. Sprockets must be separated from each other so that they do not touch each other. For this reason, there was a limit in reducing the size of the cylinder head. The present invention has been made in view of the above-mentioned problems of the prior art, and has as its object to reduce the size of a cylinder head, open and close timing of each intake valve, and exhaust gas. An object of the present invention is to provide a V-type engine for an automobile in which the opening / closing timing of a valve is less likely to be out of order. In order to achieve the above object, a V-type engine for an automobile according to the present invention has two cylinder rows arranged in a V-shape, and each of the cylinder rows is driven by an intake valve. V-type engine provided with two camshafts, a camshaft for exhaust and a camshaft for driving an exhaust valve, wherein a camshaft for driving the same kind of valve and a crank inside the two camshafts of each of the cylinder rows are provided. The first power transmission between the shaft and the single endless transmission band
The two camshafts of the intake valve drive camshaft and the exhaust valve drive camshaft of each of the cylinder rows are connected to each other by a second transmission means to which power is transmitted by an endless transmission band, while being connected by a transmission means, the Shirindahe' with the first transmission means disposed outside of one side of the sheet phosphorus <br/> Daheddo in the axial direction of the cam shaft
The second transmission means is disposed outside the other side of the arm, and a tension member for tensioning each endless transmission band is disposed above one endless transmission band and below the other endless transmission band of the second transmission means. It is characterized by having done. Since the V-type engine for an automobile having the above-mentioned structure is used, the power transmission rotating body of the second transmission means connected to the camshaft is used for the power transmission of the camshaft in the first transmission means. By making the diameter smaller than that of the rotating body for use, the outer dimensions of the second transmission means are reduced. In addition, since the cam shaft for driving the valve that is linked to the rotation of the crankshaft in the first transmission means is a cam shaft for driving the same kind of valve, the endless transmission band of the first transmission means and the endless transmission band of the second transmission means slightly expands and contracts. Even if there is a difference, the cam shaft for driving the intake valve and the cam shaft for driving the exhaust valve are simultaneously rotated by the first transmission means and simultaneously by the second transmission means between the cam shafts for driving the same kind. Also,
The amount of projection of the first and second transmission means from the cylinder head is small.
And the tension member for the second transmission means can be easily removed.
Attached. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a plan view of an engine room of an automobile. An engine 3 and a transmission 4 are mounted by auxiliary frames 5 inside left and right wheel walls 2, 2. 6
Is a radiator arranged in front of the engine room, and 7 is an electric cooling fan. The engine 3 is a V-type six-cylinder engine in which a crankshaft 8 is arranged in the left-right direction of the vehicle, and a cylinder array is arranged before and after the crankshaft. That is, as shown in FIG.
Each of the front and rear cylinder rows has a combustion chamber 14 formed by a cylinder 10, a cylinder head 12, and a piston 13. Each combustion chamber 14 has two intake passages 16 through two intake valves 15, Similarly, two exhaust passages 18 are connected via two exhaust valves 17 respectively. Reference numeral 19 denotes an intake valve driving cam shaft for driving the intake valve 15, reference numeral 20 denotes an exhaust valve driving cam shaft for driving the exhaust valve 17, and the intake valve driving cam shaft 19 has a V-shape. The exhaust valve driving camshaft 20 is arranged inside the cylinders 10, 10, and the exhaust valve driving camshaft 20 is arranged outside. The intake passage 16 is provided with two pipes having different lengths for one combustion chamber. Reference numerals 21 and 21 denote intake distribution boxes which form upstream ends of the intake passages 16 and are mounted on the upper portions of the cylinder heads 12 of the respective cylinder rows. One of the two intake passages 16 has a short pipe just above it. One long pipeline is connected to the intake distribution box 21 of the cylinder row on the other side, respectively. An exhaust pipe 22 forms a part of the exhaust passage 18, and extends downward from each cylinder row. The exhaust pipe 22 of the front cylinder row extends rearward through an exhaust purification catalyst 24 disposed on the lower surface of the crankcase 23, and the exhaust pipe 22 of the rear cylinder row extends to the exhaust purification catalyst 25 disposed behind the crankcase 23. Extend backward through and after the two merge
It is opened to the atmosphere via an exhaust silencer not shown. Next, the structure of a device for driving the camshaft 19 for driving the intake valve and the camshaft 20 for driving the exhaust valve will be described. Two intake valve driving cam shafts 19 disposed inside the V bank protrude outward from one side of the cylinder head 12, and a first driven pulley 19a is fixed thereto.
The first driven pulley 19a is driven by a first driving pulley 8a attached to the crankshaft 8 via a first timing belt 26 having teeth, which forms a part of the first transmission means. Reference numeral 27 denotes a tension pulley for tensioning the first timing belt 26, and reference numeral 28 denotes a belt cover. The first transmission means according to the present invention includes a first transmission means mounted on each of the intake valve driving camshafts 19, 19 outside one side of the cylinder head 12 in the axial direction of the intake valve driving camshaft 19. A driven pulley 19a, a first drive pulley 8a of the crankshaft 8, and a single endless transmission wound around the first drive pulley 8a and the first driven pulleys 19a, 19a. The belt is constituted by one first timing belt 26 and the like. From the other side of the cylinder head 12, a camshaft 19 for driving the intake valve and a camshaft 20 for driving the exhaust valve protrude to the outside. 19b is provided on the camshaft 20 for driving the exhaust valve.
The driven pulleys 20a are respectively fixed. And
Both pulleys are connected to each other by a second timing belt 29 of an endless transmission band which forms a part of the second transmission means.
30 is a belt cover, and 31 is a tension pulley. The second transmission means according to the present invention, the at intake valve drive cam shaft 19 the first driven flop - first the Li 19a attached to the opposition side in the axial direction of the intake valve drive cam shaft 19 A two-drive pulley 19b, a second driven pulley 20a attached to the exhaust valve driving camshaft 20, and a second timing belt 29 of an endless drive belt wound around these pulleys. It is configured. The second drive pulley 19b and the second driven pulley 20a of the second transmission means are formed to have the same diameter as each other, and the first driven pulley 19b of the first transmission means is formed.
It is formed smaller in diameter than a. In the V-type engine configured as described above,
The rotation of the crankshaft 8 is transmitted to two intake valve driving camshafts 19 disposed inside the V bank by one first timing belt 26 and first driven pulley 19a. Two intake valve driving camshafts 19 and two exhaust valve driving camshafts 2
0 is the second drive pulley 19b and the second driven pulley 2 disposed on the other side of the engine (the side opposite to the first transmission means).
Oa and the second timing belt 29 of the endless power transmission belt wound around them rotate while maintaining a specific phase. Soshi
The tension pulley 31, which is a tension member, is located at the end of each endless drive belt.
One of the two timing belts 29 (the second timing belt on the right side in FIG. 4)
29) above and the other (the second timing belt on the left side in FIG. 4)
Tension the lower part of 29). As described above, the camshaft 19 for driving the intake valve and the camshaft 20 for driving the exhaust valve of each cylinder row rotate in conjunction with the rotation of the crankshaft 8. Therefore, the second drive pulley 19b and the second driven pulley 2 of the second transmission means coupled to the intake valve drive camshaft 19 and the exhaust valve drive camshaft 20 are provided.
0a is the camshaft 19 for driving the intake valve in the first transmission means.
By making the diameter smaller than that of the first driven pulley 19a, the outer dimensions of the entire second transmission means can be reduced. In the above-described embodiment, the cam shafts for driving the intake valves are linked to the rotation of the crankshaft 8 in the first transmission means. The exhaust valve driving camshafts 20 may be selected. In any case, since the same type valve driving cam shafts are simultaneously rotated by the first or second transmission means, the opening / closing interval between the same type valves and the opening / closing phase difference between the different types of valves in both banks are exceptional. No unevenness is produced. According to the present invention, there is provided a V-type engine for an automobile,
The same type of valve driving camshaft and the crankshaft inside each of the two camshafts of each cylinder row are connected by a first transmission means to which power is transmitted by a single endless transmission band. Power is transmitted between the two camshafts, the camshaft for driving the intake valve and the camshaft for driving the exhaust valve, through the endless drive band.
Since the power transmission rotator of the second transmission means connected to the camshaft is formed to have a smaller diameter than the power transmission rotator of the camshaft in the first transmission means, the second transmission means is connected by the second transmission means. (2) Since the outer dimensions of the transmission means are reduced,
By bringing the camshaft on the V bank side closer to the other camshaft, the interval between the two camshafts can be reduced. Therefore, the size of the cylinder head can be reduced. In addition, since the cam shaft for driving the valve which is linked to the rotation of the crankshaft in the first transmission means is the same cam shaft for driving the valve, the endless transmission bands of the first transmission means and the second transmission means may be somewhat different. Even if there is a difference in expansion and contraction, the intake valve driving camshaft and the exhaust valve driving camshaft are simultaneously rotated by the first or second transmission means between the same type of valve driving camshafts, respectively. There is no particular unevenness in the opening / closing interval between the same type of valves and the opening / closing phase difference between the different types of valves in both banks. Become. Moreover, the other side of the cylinder head with a first transmission means disposed outside one side of the axial direction in sheet cylinder head camshaft
The second transmission means is disposed outside the first transmission means, and a tension member is provided to tension the upper part of one endless transmission band and the lower part of the other endless transmission band of the second transmission means. (1) The projecting amount of the second transmission means is suppressed to be small, so that the width of the engine can be further reduced.
A tension member for the transmission means is easily attached to the cylinder head.

【図面の簡単な説明】 【図１】図１は本発明に係る自動車用Ｖ型エンジンが搭
載された自動車のエンジン室の平面図である。 【図２】図２は図１のエンジン室の一部を破断した側面
図である。 【図３】図３は図１のエンジン室の破断側面図である。 【図４】図４はベルトの配置を示す配置図である。 【図５】図５は図４におけるＶ−Ｖ線断面図である。 【符号の説明】 ８ クランク軸 ８ａ 第１駆動プーリ １９ 吸気弁駆動用カム軸 １９ａ 第１従動プーリ １９ｂ 第２駆動プーリ ２０ 排気弁駆動用カム軸 ２０ａ 第２従動プーリ ２６ 第１調時ベルト ２９ 第２調時ベルト３１ 緊張プーリ BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view of an engine room of an automobile equipped with an automobile V-type engine according to the present invention. FIG. 2 is a side view in which a part of the engine compartment of FIG. 1 is cut away. FIG. 3 is a cutaway side view of the engine compartment of FIG. 1; FIG. 4 is an arrangement diagram showing an arrangement of belts. FIG. 5 is a sectional view taken along line VV in FIG. 4; [Description of Signs] 8 Crankshaft 8a First drive pulley 19 Intake valve drive camshaft 19a First driven pulley 19b Second drive pulley 20 Exhaust valve drive camshaft 20a Second driven pulley 26 First timing belt 29 2nd adjustment belt 31 tension pulley

Claims (1)

(57)【特許請求の範囲】 １．２列のシリンダ列をＶ型に配し、各シリンダ列毎に
吸気弁駆動用カム軸と排気弁駆動用カム軸の２本のカム
軸を設けた自動車用Ｖ型エンジンであって、前記各シリ
ンダ列の２本のカム軸のそれぞれ内側の同種弁駆動用カ
ム軸とクランク軸とを単一の無端伝動帯により動力が伝
達される第１伝動手段で連結すると共に、前記各シリン
ダ列の吸気弁駆動用カム軸と排気弁駆動用カム軸の２本
のカム軸どうしを無端伝動帯により動力が伝達される第
２伝動手段で連結し、前記第１伝動手段をカム軸の軸線
方向でシリンダヘッドの一側の外側に配置すると共に該
シリンダヘッドの他側の外側に前記第２伝動手段を配置
し、該第２伝動手段の一方の無端伝動帯の上部および他
方の無端伝動帯の下部にそれぞれの無端伝動帯を緊張す
る緊張部材を配置したことを特徴とする自動車用Ｖ型エ
ンジン。(57) [Claims] 1.2 cylinder rows are arranged in a V-shape, and two camshafts, an intake valve driving camshaft and an exhaust valve driving camshaft, are provided for each cylinder row. A first transmission means for transmitting power through a single endless transmission band between a camshaft for driving the same kind of valve and a crankshaft inside each of the two camshafts of each cylinder row, the V-type engine for an automobile. And the two camshafts, the intake valve drive camshaft and the exhaust valve drive camshaft of each of the cylinder rows, are connected to each other by a second transmission means in which power is transmitted by an endless transmission band. the with the first transmission means disposed outside of one side of the sheet cylinder head in the axial direction of the camshaft
The second transmission means is arranged outside the other side of the cylinder head, and tension members for tensioning the respective endless transmission bands are provided above one endless transmission band and below the other endless transmission band of the second transmission means. A V-type engine for a vehicle, wherein the V-type engine is arranged.
JP7180616A 1995-06-26 1995-06-26 V-type engine for automobile Expired - Lifetime JP2933156B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP7180616A JP2933156B2 (en) 1995-06-26 1995-06-26 V-type engine for automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP7180616A JP2933156B2 (en) 1995-06-26 1995-06-26 V-type engine for automobile

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
JP59086164A Division JPH0627486B2 (en) 1984-05-01 1984-05-01 V type engine for automobile

Related Child Applications (1)

Application Number Title Priority Date Filing Date
JP10013504A Division JP3003661B2 (en) 1998-01-09 1998-01-09 V-type engine for automobiles mounted horizontally on a crankshaft

Publications (2)

Publication Number Publication Date
JPH08105306A JPH08105306A (en) 1996-04-23
JP2933156B2 true JP2933156B2 (en) 1999-08-09

Family

ID=16086347

Family Applications (1)

Application Number Title Priority Date Filing Date
JP7180616A Expired - Lifetime JP2933156B2 (en) 1995-06-26 1995-06-26 V-type engine for automobile

Country Status (1)

Country Link
JP (1) JP2933156B2 (en)

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
ＣＡＲ ＧＲＡＰＨＩＣ，１８［７］（昭和５４年７月号）Ｐ．９８〜１００

Also Published As

Publication number Publication date
JPH08105306A (en) 1996-04-23

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