JP4223342B2 - Engine having valve timing control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine having a valve timing control device that controls opening and closing timings of intake or exhaust valves.
[0002]
[Prior art]
As this kind of conventional thing, there exists a thing as described in patent document 1, for example. This patent document 1 discloses the following structure.
[0003]
In other words, a camshaft is rotatably supported by a cylinder head of an internal combustion engine, an internal rotor is provided at a tip portion of the camshaft, and the camshaft and the internal rotor are externally rotatably mounted within a predetermined range, A rotation transmission member is provided by a front plate, a cap, a rear plate, a timing pulley, and the like. And six vanes are assembled | attached to the internal rotor, and the valve opening / closing timing control apparatus is comprised by the lock mechanism etc. which were assembled | attached to the external rotor.
[0004]
As is well known, the timing pulley is configured such that rotational power is transmitted in a predetermined direction from the crank pulley via a resin or rubber timing belt.
[0005]
Further, the camshaft has a known cam portion for opening and closing the intake valve, and an advance angle passage and a delay angle passage extending in the axial direction of the camshaft are provided in the camshaft. Are connected to different connection ports. The switching valve can move the spool against the urging force of the spring by energizing the solenoid, and when not energized, the supply port connected to the oil pump driven by the internal combustion engine The communication port communicates with the connection port, and the other connection port communicates with the discharge port. When energized, the supply port communicates with the other connection port and the one connection port communicates with the discharge port by moving the spool, contrary to the above. .
[0006]
When the solenoid is not energized, the retarding passage is supplied with the lubricating oil of the internal combustion engine, which is the working oil, and is sent to the retarding oil chamber partitioned by each vane, and when energized, the operating oil is supplied to the advancement passage. It is sent to the advance oil chamber.
[0007]
As a result, the phase between the crankshaft side and the camshaft side can be changed by rotating the internal rotor and the external rotor relatively by a predetermined angle between the non-energized state and the energized state. Can be controlled.
[0008]
[Patent Document 1]
JP-A-11-022426.
[0009]
[Problems to be solved by the invention]
However, the engine is required to be smaller than the engine for a four-wheeled vehicle, and an improvement to make the engine more effective and compact is desired in the engine equipped with the valve timing control device as described above. Yes.
[0010]
Therefore, an object of the present invention is to provide an engine that includes a valve timing control device and can be further downsized.
[0011]
[Means for Solving the Problems]
In order to solve this problem, the invention according to claim 1 is provided with a pair of camshafts including one camshaft and the other camshaft, the one camshaft being provided with an internal rotor, An outer rotor is rotatably provided around the rotor, and by supplying oil to a hydraulic chamber between the inner rotor and the outer rotor, the inner rotor and the outer are arranged in a circumferential direction around the camshaft. Configured to rotate relative to the rotor, Connecting the hydraulic chamber and the one camshaft, and providing an oil passage extending outward in the radial direction; A driven part in which driving force from a crankshaft is transmitted to the external rotor as well as Camshaft drive unit for driving the other camshaft The And the driven part is radially outward with respect to the external rotor and at the same position in the axial direction of the one camshaft. In addition, the camshaft drive section is radially outside the oil passage and at the same position in the axial direction of the one camshaft. The engine is characterized by having a valve timing control device.
[0012]
The invention described in claim 2 Consists of one camshaft and the other camshaft A pair of camshafts is provided, an internal rotor is provided on the one camshaft, and an external rotor is rotatably provided around the internal rotor, and is provided in a hydraulic chamber between the internal rotor and the external rotor. By supplying oil, the inner rotor and the outer rotor are configured to rotate relative to each other in the circumferential direction around the camshaft, and the driving force from the crankshaft is transmitted to the other camshaft. And a camshaft drive unit that outputs a drive force to the external rotor of the one camshaft adjacent to the driven unit. The one camshaft has a driven portion to which the driving force from the other camshaft is transmitted, and the driven portion is radially outward with respect to the external rotor and the one cam In the same axial position of the shaft The engine is characterized by having a valve timing control device.
[0013]
The invention described in claim 3 is characterized in that, in addition to the configuration described in claim 1 or 2, the outer diameter of the camshaft drive section is made smaller than the outer diameter of the driven section.
[0014]
The invention according to claim 4 is characterized in that, in addition to the configuration according to any one of claims 1 to 3, the engine is a multi-cylinder, and the internal rotor and the external rotor are arranged between the cylinders. An engine having a valve timing control device.
[0015]
According to a fifth aspect of the present invention, in addition to the configuration according to any one of the first to third aspects, the engine is a multi-cylinder engine, and the internal rotor and the external rotor are disposed outside the cylinder. And
[0016]
According to a sixth aspect of the invention, in addition to the configuration of the fifth aspect, the driven portion is arranged closer to the cylinder than the camshaft driving portion.
[0017]
According to a seventh aspect of the invention, in addition to the configuration of the fifth aspect, the camshaft drive unit is disposed closer to the cylinder than the driven unit.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below.
[0019]
Embodiment 1 of the Invention
1 to 6 show a first embodiment of the present invention.
[0020]
First, the configuration will be described. The engine mounted on the motorcycle which is the saddle-ride type vehicle of the first embodiment is a four-cycle, two-cylinder, four-cycle engine, and this engine is provided with a valve timing control device. On the other hand, a crankshaft (not shown) is arranged along the vehicle width direction.
[0021]
Specifically, FIG. 1 is a cross-sectional view showing the upper side (cylinder head intake side) of the engine. In FIG. 1, reference numeral 11 denotes intake air as “one camshaft” arranged along the vehicle width direction. Side camshaft. The camshaft 11 is rotatably supported by journal portions 14, 15, 16, and 17 shown in FIG. 1 formed by attaching a cam cap 13 to the cylinder head 12 with bolts 20 shown in FIG. ing. By forming a plurality of cam portions 11 a on the cam shaft 11, a total of four intake valves 18 are pressed by these cam portions 11 a and pushed down against the biasing force of the spring 19. The intake port is configured to be opened at a predetermined timing.
[0022]
The cylinder head 12 is attached to a cylinder block (not shown) by stud bolts 21 and nuts 22 arranged in adjacent journal portions 15 and 16, while the cam cap 13 is attached to a head cover via a screw 23. 24 is mounted, and the peripheral edge 24a of the head cover 24 and the upper peripheral edge 12a of the cylinder head 12 are joined together via a gasket 25 and sealed.
[0023]
The camshaft 11 is provided with a valve timing control device between the two cylinders A and B.
[0024]
That is, the camshaft 11 is formed with a boss portion 11b at a substantially central portion in the vehicle width direction, and a flange portion 11c with a predetermined diameter is formed on the right side of the boss portion 11b in FIG.
[0025]
A ring-shaped internal rotor 26 of the valve timing control device is fitted to the outside of the boss portion 11b of the camshaft 11, and the internal rotor 26 extends along a direction parallel to the axis of the camshaft 11. A plurality of mounting bolts 27 are attached to the flange portion 11c. The mounting bolt 27 is inserted from the flange portion 11c side, the male screw portion 27a is screwed into the female screw portion 26a of the internal rotor 26, and the head portion 27b is accommodated in the concave portion 11d of the flange portion 11c. ing.
[0026]
Further, a substantially ring-shaped outer rotor 28 is fitted on the outer side of the inner rotor 26 so as to be rotatable relative to the camshaft 11 axis. However, a shielding plate 32 is fastened together with bolts 33 on the left side. The intake side gear member 31 and the shielding plate 32 sandwich the side surface of the internal rotor 26 from both sides so that the external rotor 28, the intake side gear member 31 and the shielding plate 32 are integrated. Thus, the inner rotor 26 is disposed so as to be relatively rotatable by a predetermined angle.
[0027]
The external rotor 28 is formed with a sprocket portion 28a as a “driven portion” around the outer rotor 28. As shown in FIG. 3, a timing chain is connected to the sprocket portion 28a and a crank sprocket 34 provided on the crankshaft side. 35 is hung. The timing chain 35 is provided with a fixed side chain guide 37 on one side and a movable side chain guide 38 on the other side. The movable side chain guide 38 is rotated by a chain tensioner 39 to obtain a predetermined tension. It has been adjusted to be. As a result, the driving force from the crankshaft is transmitted to the sprocket portion 28a.
[0028]
As shown in FIGS. 3 and 4, the intake side gear member 31 meshes with the exhaust side gear member 41, and by the rotation of the exhaust side gear member 41, an exhaust side cam that is the “other camshaft”. The shaft 91 is configured to be rotationally driven in synchronization. The camshaft 91 is formed with a cam portion 91a for opening and closing the exhaust valve 93, and the exhaust side gear member 41 and the scissors gear 42 are attached to an intermediate portion in the longitudinal direction. The exhaust side gear member 41 and the scissors gear 42 are attached by a stepped bolt 40. Further, the exhaust side gear member 41 is formed with a chamfered portion 41 a for preventing interference with the external rotor 28. Further, the outer diameter of the intake side gear member 31 is formed smaller than the outer diameter of the sprocket portion 28a.
[0029]
Hereinafter, a hydraulic mechanism that relatively rotates the inner rotor 26 and the outer rotor 28 will be described.
[0030]
First, as shown in FIGS. 3 and 4, the outer rotor 28 is formed with a total of eight recesses 28 b, and a total of eight recesses 28 b are formed between the recess 28 b and the outer peripheral surface 26 b of the inner rotor 26. A hydraulic chamber 43 is formed. Each of the hydraulic chambers 43 is divided into an advance side hydraulic chamber 44 and a retard side hydraulic chamber 45 by a vane 46. The vane 46 is disposed on the holding groove 26c formed in the inner rotor 26 on the base end portion 46a side so as to be movable forward and backward in the radial direction of the inner rotor 26, and in the holding groove 26c. The tip 46b of the vane 46 is slidably contacted with the bottom wall 28c of the recess 28b of the outer rotor 28 by being biased outward by a spring (not shown) provided. Yes.
[0031]
The advance angle side oil passage 48 that communicates with the advance angle side hydraulic chamber 44 and supplies and discharges oil, and the retard angle side oil passage that communicates with the retard angle side hydraulic chamber 45 and supplies and discharges oil. 49 is provided.
[0032]
As shown in FIGS. 1 to 4, the advance side oil passage 48 is formed in the intake side gear member 31 and communicates with the advance passage 31 a facing the advance side hydraulic chamber 44. Then, the advance passage 11e formed in the flange portion 11c of the camshaft 11, the advance passage 11f formed along the axial direction of the camshaft 11 in communication with the advance passage 11e, and the advance passage 11f There is an advance passage 11g formed in the camshaft 11 in communication, and an advance passage 16a formed in the journal portion 16 in communication with the advance passage 11g. Further, as shown in FIGS. 5 and 6, the advance passage 12 a is communicated with the advance passage 12 b formed outward from the cylinder head 12, and the advance passage 12 b is connected to the switching valve 76. Yes.
[0033]
On the other hand, the retard side oil passage 49 is formed in the inner rotor 26 and a retard passage 26d facing the retard side hydraulic chamber 45, and is formed in the boss portion 11b of the camshaft 11 in communication with the retard passage 26d. A retarded passage 11h, a retarded passage 11i formed along the axial direction of the camshaft 11 in communication with the retarded passage 11h, and a retard formed in the camshaft 11 in communication with the retarded passage 11i. An angular passage 11j has a retard passage 15a formed in the journal portion 15 so as to communicate with the retard passage 11j. Further, as shown in FIGS. 5 and 6, the retard passage 15 a communicates with a retard passage 12 c formed in the cylinder head 12, and the advance passage 12 c is connected to the switching valve 76.
[0034]
In this way, the advance passage 11f and the retard passage 11i formed in the axial direction of the camshaft 11 are distributed to the left and right sides on the center of the arrangement position of the internal rotor 26 and the external rotor 28, respectively. Provided on the same axis of the camshaft 11. Each of the advance passage 11f and the retard passage 11i is formed by opening a hole halfway from both ends of the camshaft 11 by a drill or the like and disposing a lid 77, respectively. At this time, when the lengths of the pair of left and right passages used as the advance passage 11f and the retard passage 11i differ depending on various circumstances, the shorter passage is taken as the advance passage 11f.
[0035]
Further, as shown in FIGS. 5 and 6, the switching valve 76 is configured such that the spool 80 is moved back and forth in the left-right direction in FIG. 6 by a solenoid 79. The spool 80 includes a cylindrical columnar body 80a, a front plate 80b which is provided at the front end of the columnar body 80a and slides in the case 82, and a slide 80 which is provided on the rear end side and slides in the case 82. And a rear plate 80c.
[0036]
When the spool 80 is moved to the position indicated by the two-dot chain line in FIG. 6, the oil supply hole 81 to which oil is supplied from the oil pump driven by the engine becomes the advance passage 12 b of the advance side oil passage 48. , The oil is supplied to the advance side oil passage 48, and conversely, the retard passage 12c of the retard side oil passage 49 is communicated with the drain opening 12d. In FIG. As shown, the oil in the retard side hydraulic chamber 45 is discharged into the cylinder head 12 from the drain opening 12d. The position of the drain opening 12d is set to a position higher than the lower end of the camshaft 11 in the journal portions 14, 15, 16, and 17 shown in FIG. In FIG. 5, the symbol O is a horizontal line.
[0037]
Further, when the spool 80 is moved to the position indicated by the solid line in FIG. 6, the oil supply hole 81 is communicated with the retarding passage 12 c of the retarding oil passage 49, and oil is supplied to the retarding oil passage 49. On the contrary, the advance passage 12b of the advance side oil passage 48 is communicated with the drain opening 12d, and the advance angle into the cylinder head 12 from the drain opening 12d as shown by the solid line arrow in FIG. The oil in the side hydraulic chamber 44 is configured to be discharged.
[0038]
On the other hand, the shielding plate 32 attached to the outer rotor 28 covers the side of the holding groove 26c of the inner rotor 26 and is configured so that oil does not leak from the side opening of the holding groove 26c. A stopper pin 83 for locking or unlocking the relative rotation between the inner rotor 26 and the outer rotor 28 is provided between the shielding plate 32 and the inner rotor 26 so as to be movable in the left-right direction in FIG.
[0039]
This stopper pin 83 receives oil pressure through the communication passage 26e shown in FIG. 4 when the oil in the advance side oil passage 48 is supplied, and resists the biasing force of a spring (not shown) in FIG. It can be moved to the right. As a result, the locking projection 83a of the stopper pin 83 is separated from the locking hole 32a of the shielding plate 32, and the internal rotor 26 and the external rotor 28 are unlocked.
[0040]
Further, in the journal portions 14 and 17 other than the journal portions 15 and 16 adjacent to the internal rotor 26 and the like, an oil passage 13a is formed in the cam cap 13, and oil is supplied to the journal portions 14 and 17 through the oil passage 13a. Is supplied and lubricated.
[0041]
Next, the operation will be described.
[0042]
When the engine is driven, the sprocket portion 28a of the external rotor 28 is rotated at a predetermined speed via the crank sprocket 34 and the timing chain 35, and this drive is driven by the internal rotor 26 and the intake side via the valve timing control device. Is transmitted to the camshaft 11. Thereby, the cam portion 11a of the camshaft 11 opens and closes the intake side valve 18 at a predetermined timing.
[0043]
At the same time, the exhaust-side gear member 41 is rotated by the intake-side gear member 31 that rotates integrally with the external rotor 28, and the exhaust-side camshaft 91 is rotated at a predetermined speed via the exhaust-side gear member 41. The exhaust valve (not shown) is rotated and opened and closed at a predetermined timing. Ru
When the valve timing control device having the above configuration is advanced from the state shown in FIG. 4, the advance side oil passage is moved by moving the spool 80 to the position shown by the two-dot chain line in FIG. Oil is supplied to the advance side hydraulic chamber 44 via 48, and conversely, the oil in the retard side hydraulic chamber 45 is discharged from the drain opening 12 d via the retard side oil passage 49.
[0044]
Further, when oil is supplied to the advance side oil passage 48, oil is supplied to the stopper pin 83, and the locking protrusion 83a of the stopper pin 83 is detached from the locking hole 32a of the shielding plate 32, and the internal rotor. The locked state between the 26 side and the external rotor 28 side is released.
[0045]
As a result, the position of the vane 46 in each hydraulic chamber 43 is moved to the position indicated by the two-dot chain line in FIG. 4, the volume of the advance side hydraulic chamber 44 is increased, and the volume of the retard side hydraulic chamber 45 is reduced. .
[0046]
As a result, the relative rotation between the internal rotor 26 and the external rotor 28 changes the phase of the rotation angle between the crankshaft side and the camshaft 11 side and advances the rotation angle.
[0047]
On the other hand, when retarding, the spool 79 is moved to the position shown by the solid line in FIG. 6 by the solenoid 79, and the oil in the retarding hydraulic chamber 45 is supplied via the retarding oil passage 49, on the contrary. The oil in the advance side hydraulic chamber 44 is discharged from the drain opening 12 d through the advance side oil passage 48.
[0048]
As a result, the position of the vane 46 in each hydraulic chamber 43 is moved to the position shown by the solid line in FIG. 4, the volume of the retard side hydraulic chamber 45 is increased, and the volume of the advance side hydraulic chamber 44 is reduced.
[0049]
As a result, the internal rotor 26 and the external rotor 28 are rotated relative to each other in the opposite direction to change the phase of the rotation angle between the crankshaft side and the camshaft 11 side to be retarded.
[0050]
By advancing or retarding in this way, the intake valve 18 can be opened and closed at a predetermined timing.
[0051]
In such a configuration, the advance angle passage 11f provided in the camshaft 11 of the advance side oil passage 48 and the retard angle passage 11i provided in the camshaft 11 of the retard angle side oil passage 49 are the internal rotor. Since the two passages are provided on both sides centering on the position where the outer rotor 28 and the outer rotor 28 are disposed, it is not necessary to form two passages adjacent to each other in parallel, which makes it easy to form. Further, in a motorcycle engine, there are cases where the stud bolt 21 and the nut 22 are located in the journal portions 15 and 16 due to space limitations. In the present invention, the advance passage 11f and the retard passage are provided. In order to distribute 11i to the left and right, it is only necessary to form one passage in one journal portion 15 or 16, so that strength and the like can be ensured and molding is also easy.
[0052]
Further, here, the advance passage 11f and the retard passage 11i are provided separately, and therefore the length of the pair of left and right passages used as the advance passage 11f and the retard passage 11i may be different depending on various circumstances. In such a case, the responsiveness when the angle is advanced can be improved by setting the shorter path as the advance angle path 11f.
[0053]
Further, by providing a stopper pin 83 that locks or unlocks the relative rotation between the internal rotor 26 and the external rotor 28, the internal rotor 26 and the external rotor 28 are locked when the valve timing control device is not used. Thus, the relative rotation of the two is prevented until the hydraulic pressure rises, and the phase of the rotation angle between the crankshaft and the camshaft 11 is not inadvertently shifted. In addition, when the valve timing control device is used, by operating with hydraulic pressure from the side of the advance passage 11f with the shorter path, the unlocking can be accelerated and the operation of the device can be accelerated.
[0054]
Furthermore, an oil passage 13 a is formed in the cam cap 13 in the journal portions 14 and 17 other than the journal portions 15 and 16 adjacent to the internal rotor 26 and the like, and the journal portions 14 and 17 are formed through the oil passage 13 a. Since oil is supplied and lubricated, it is not affected by the operation of the valve timing control device, and the oil in the journal parts 14 and 17 other than the adjacent journal parts 15 and 16 may be lost. No lubrication can be maintained.
[0055]
Moreover, since the drain opening 12d is set at a position higher than the lower end of the camshaft 11 in the journal portions 14, 15, 16, and 17, one of the advance side oil passage 48 and the retard side oil passage 49 is on the discharge side. Even if it is set, the lubrication state can be maintained without the oil being completely removed from the journal portion 15 or 16.
[0056]
Further, since the sprocket portion 28a to which the driving force from the crankshaft is transmitted and the exhaust side gear member 41 for driving the camshaft 91 on the exhaust side are provided on the external rotor 28, the exhaust side using the external rotor 28 is provided. The gear member 41 can be provided, and the pair of camshafts 11 and 91 can be disposed as close as possible, so that a better combustion chamber shape can be obtained.
[0057]
That is, since the timing chain 35 is hung on the sprocket portion 28a of the external rotor 28 on the intake side and the driving force is transmitted from the intake side gear member 31 to the exhaust side gear member 41, the timing chain 35 is connected to the intake side and the exhaust side. The intake-side camshaft 11 and the exhaust-side camshaft 91 can be arranged closer to each other than the case of hanging over the side. As a result, the axial direction of the intake valve 18 and the axial direction of the exhaust valve (not shown) can be brought closer to each other and made parallel, the top surface of the combustion chamber can be brought closer to a flat surface, etc. Can be obtained. Incidentally, when the timing chain 35 is strung across the intake side and the exhaust side, it is necessary to dispose sprockets on the intake side and the exhaust side, respectively, and these sprockets are separated to some extent so as not to interfere with each other. Unlike the above, the intake-side camshaft 11 and the exhaust-side camshaft 11 cannot be placed close to each other.
[0058]
Furthermore, since the outer diameter of the intake side gear portion 31 is smaller than the outer diameter of the sprocket portion 28a, the pair of camshafts 11 and 91 can be brought closer to each other.
[0059]
Furthermore, since the internal rotor 26 and the external rotor 28 (valve timing control device) are disposed at a position between the plurality of cylinders A and B, the appearance quality and the like can be improved as compared with those disposed on the end side. it can. For example, if it is arranged on the end side of the camshaft 11, the valve timing control device protrudes on the end side in the vehicle width direction, the shape of the parts exposed on both sides of the engine body is different, the balance becomes worse, and the appearance It will affect the quality. On the other hand, when the internal rotor 26 and the external rotor 28 (valve timing control device) are arranged at a position between the plurality of cylinders A and B, they do not protrude to the side, are well balanced, and ensure appearance quality. can do.
[0060]
[Embodiment 2 of the Invention]
FIG. 7 shows a second embodiment of the present invention.
[0061]
In the second embodiment, an internal rotor 26 and an external rotor 28 (valve timing control device) are arranged at positions outside the plurality of cylinders A and B.
[0062]
That is, the right side portion of the camshaft 11 in the drawing is extended to the outside of the cylinder, the right side end portion 11k outside the inner rotor 26 and the outer rotor 28 is rotatably supported by the journal portion 86, and the inner rotor 26 In addition, the journal portion 87 is rotatably supported between the external rotor 28 and the cylinders A and B. The journal portion 87 is provided with stud bolts 21 and nuts 22.
[0063]
Further, as in the first embodiment, the advance angle side oil passage 48 and the retard angle side oil passage 49 are distributed to the left and right sides in both journal portions 86 and 87.
[0064]
Further, in the second embodiment, the sprocket portion 28a that is the driven portion is disposed closer to the cylinder B than the intake side gear member 31 that is the camshaft drive portion. Therefore, the crankshaft can be shortened correspondingly, and the bank angle of the motorcycle can be increased.
[0065]
Since other configurations and operations are the same as those of the first embodiment, description thereof is omitted.
[0066]
Contrary to the above, the intake-side gear member 31 that is the camshaft drive portion can be disposed closer to the cylinder B than the sprocket portion 28a that is the driven portion. According to this, since the camshaft 91 on the exhaust side can be shortened, a gap with peripheral parts around the engine head can be increased.
[0067]
Embodiment 3 of the Invention
8 to 10 show a third embodiment of the present invention.
[0068]
The third embodiment is different from the first embodiment in that the timing chain 35 is hung on the camshaft 91 on the exhaust side, which is the “other camshaft”.
[0069]
That is, on the exhaust side shown in FIG. 9, an exhaust side camshaft 91 is rotatably supported by the cylinder head 12 via the cam cap 13, and a plurality of exhaust valves are formed by cam portions 91 a formed on the camshaft 91. 93 is opened against the urging force of the spring 94.
[0070]
A flange 91b is formed between the pair of cylinders A and B at the center of the camshaft 91, and a sprocket member 92 is attached to the flange 91b with a plurality of bolts 95.
[0071]
The sprocket member 92 is formed with a sprocket portion 92a as a “driven portion” to which the driving force is transmitted by the timing chain 35 being applied, and adjacent to the sprocket portion 92a “one camshaft”. ”Is formed as a“ camshaft drive portion ”that outputs a driving force to the external rotor 28 of the intake-side camshaft 11, and a scissors gear 96 is provided with a stepped bolt on the side surface portion of the sprocket member 92. 98 is attached.
[0072]
On the other hand, on the intake side shown in FIG. 8, a gear portion 28 d is formed on the outer peripheral surface portion of the external rotor 28 instead of the sprocket portion 28 a, and a ring-shaped member 97 is substituted for the intake-side gear member 31 of the first embodiment. Is arranged. The ring-shaped member 97 has a narrower width than the intake side gear member 31 and an advance passage 97a.
[0073]
The gear portion 28d of the external rotor 28 on the intake side and the gear portion 92b of the sprocket member 92 on the exhaust side mesh with each other.
[0074]
In such a configuration, when the crankshaft is driven, the camshaft 91 on the exhaust side is rotated via the timing chain 35. At the same time, the gear portion 92 of the sprocket member 92 of the exhaust camshaft 91 and the gear portion 28d of the external rotor 28 of the intake camshaft 11 are engaged with each other. Thus, the camshaft 11 on the intake side is also rotated.
[0075]
In such a case, on the intake side where the valve timing control device is provided, the side of the external rotor 28 that requires a predetermined width to secure the volume of the hydraulic chamber 43 is provided to ensure the strength. Since it is not necessary to dispose the intake side gear member 31 that requires a large width, the ring-shaped member 97 having a narrow width can be disposed, and the width of the flange portion 11c of the camshaft 11 can also be narrowed. The width H can be reduced. Therefore, the width of the entire engine in the vehicle width direction can be made narrow and compact.
[0076]
Since other configurations and operations are the same as those of the first embodiment, a duplicate description is omitted.
[0077]
[Embodiment 4 of the Invention]
11 and 12 show a fourth embodiment of the present invention.
[0078]
In the fourth embodiment, the shape of the drain hole 12e is different from that of the first embodiment.
[0079]
That is, as shown in FIG. 12, a pair of drain holes 12e is formed on the left and right sides, and oil is discharged into the cylinder head 12 from the drain openings 12f of these drain holes 12e. It is set at a position higher than the lower end.
[0080]
Even in such a case, since the drain opening 12f is set at a position higher than the lower end of the camshaft 11, even when one of the journal portions 15 and 16 is set on the discharge side, the journal portions 15 and 16 are provided. It is possible to ensure the lubrication state.
[0081]
Since other configurations and operations are the same as those of the first embodiment, a duplicate description is omitted.
[0082]
In this embodiment, the valve timing control device is provided on the intake side, but it is needless to say that the valve timing control device may be provided on the exhaust side.
[0083]
Further, the position of the drain opening 12d is set to a position higher than the lower end of the camshaft 11, and the lubrication state in the journal portions 15 and 16 of the camshaft 11 is ensured. The middle part on the side of the drain opening 12 d can be set at a position higher than the lower end of the camshaft 11. Furthermore, a lubrication state can be secured by supplying oil to the journal part 15 or 16 on the oil discharge side at a pressure lower than that on the oil supply side.
[0084]
【The invention's effect】
As described above, according to the invention described in claim 1, The hydraulic chamber and one camshaft are connected to provide an oil passage extending outward in the radial direction, Driven part where the driving force from the crankshaft is transmitted to the external rotor as well as Camshaft drive for driving the other camshaft The Provided, and the driven part is radially outward with respect to the external rotor and at the same position in the axial direction of one camshaft. At the same time, the camshaft drive section is radially outside the oil passage and at the same position in the axial direction of one camshaft. As a result, the camshaft drive unit can be provided using an external rotor, and a pair of camshafts can be arranged as close as possible, and a better combustion chamber shape can be obtained. Can be miniaturized.
[0085]
According to the invention described in claim 2, the internal rotor is provided on one of the pair of camshafts, the external rotor is rotatably provided around the internal rotor, and the other camshaft is connected to the crankshaft. A driven part to which the driving force is transmitted and a camshaft driving part that outputs the driving force to the external rotor of one camshaft adjacent to the driven part. The one camshaft has a driven portion to which the driving force from the other camshaft is transmitted. The driven portion is radially outward with respect to the external rotor and the axial direction of the one camshaft. In the same position Therefore, in addition to the above effects, the width of the engine in the camshaft direction can be reduced.
[0086]
According to the third aspect of the present invention, since the outer diameter of the camshaft drive portion is smaller than the outer diameter of the driven portion, the pair of camshafts can be brought closer to each other.
[0087]
According to the invention described in claim 4, since the internal rotor and the external rotor are disposed between the plurality of cylinders, the appearance quality and the like can be improved as compared with those disposed on the end side.
[0088]
According to the sixth aspect of the present invention, since the driven portion is disposed closer to the cylinder than the camshaft driving portion, the crankshaft can be shortened accordingly. For example, in the case of a motorcycle, the bank angle can be increased. it can.
[0089]
According to the seventh aspect of the present invention, in the camshaft having the driven portion, the camshaft driving portion is disposed closer to the cylinder than the driven portion, so that the camshaft driving portion is driven through the camshaft driving portion. Since the camshaft can be shortened, the gap between the peripheral parts around the engine head can be increased.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view on a cylinder head side of a valve timing control apparatus according to Embodiment 1 of the present invention.
FIG. 2 is a cross-sectional view on the cylinder head side of the valve timing control device according to the first embodiment.
FIG. 3 is an explanatory diagram showing a timing chain and the like according to the first embodiment.
4 is a cross-sectional view showing an inner rotor and an outer rotor according to the first embodiment. FIG.
FIG. 5 is a cross-sectional view showing a structure for supplying oil to a journal portion according to the first embodiment.
6 is a cross-sectional view showing a spool and the like according to the first embodiment. FIG.
FIG. 7 is a cross-sectional view corresponding to FIG. 1 according to Embodiment 2 of the present invention.
FIG. 8 is a cross-sectional view corresponding to FIG. 1 according to Embodiment 3 of the present invention.
FIG. 9 is a cross-sectional view corresponding to FIG. 8 on the exhaust side according to the third embodiment.
FIG. 10 is a side view corresponding to FIG. 3 according to the third embodiment.
FIG. 11 is a cross-sectional view showing a spool and the like according to Embodiment 4 of the present invention.
FIG. 12 is a cross-sectional view showing a spool and the like according to the fourth embodiment.
[Explanation of symbols]
11 Camshaft (one camshaft)
11a Cam part
11c Flange
11e, 11f, 11g Advance passage
11h, 11i, 11j retarded passage
12 Cylinder head
12b Advance passage
12c retarded passage
13 Cam cap
13a Oil passage
15,16 Journal Department
14,17 Journal Department
18 Intake valve
21 Stud bolt
22 Nut
26 Internal rotor
26a Female thread
26d retarded passage
27 volts
27a Male thread
27b head
28 External rotor
28a Sprocket part (driven part)
28d gear section
31 Intake gear member (camshaft drive)
31a Advance passage
32 Shield plate
35 Timing chain
41 Exhaust gear member
43 Hydraulic chamber
44 Advance hydraulic chamber
45 Delay side hydraulic chamber
46 Vane
48 Advance oil passage
49 Delay side oil passage
76 Switching valve
83 Stopper pin
91 Camshaft (the other camshaft)
91a Cam part
92 Sprocket parts
92a Sprocket part (driven part)
92b Gear (camshaft drive)
93 Exhaust valve

Claims (7)

A pair of camshafts comprising one camshaft and the other camshaft are provided, an internal rotor is provided on the one camshaft, and an external rotor is rotatably provided around the internal rotor. By supplying oil to the hydraulic chamber between the rotor and the outer rotor, the inner rotor and the outer rotor are configured to rotate relative to each other in a circumferential direction around the camshaft.
The hydraulic chamber and the one camshaft are connected to each other, an oil passage extending radially outward is provided, and a driven portion to which a driving force from a crankshaft is transmitted to the external rotor and the other camshaft A camshaft drive section for driving the camshaft drive section, wherein the driven section is radially outside the outer rotor and at the same position in the axial direction of the one camshaft, and the camshaft drive section is An engine having a valve timing control device, wherein the engine is located radially outside the oil passage and at the same position in the axial direction of the one camshaft . A pair of camshafts comprising one camshaft and the other camshaft are provided, an internal rotor is provided on the one camshaft, and an external rotor is rotatably provided around the internal rotor. By supplying oil to the hydraulic chamber between the rotor and the outer rotor, the inner rotor and the outer rotor are configured to rotate relative to each other in a circumferential direction around the camshaft.
A driven portion to which the driving force from the crankshaft is transmitted to the other camshaft; and a camshaft driving portion that outputs the driving force to the external rotor of the one camshaft adjacent to the driven portion. I have a,
The one camshaft has a driven portion to which a driving force from the other camshaft is transmitted, and the driven portion is radially outward with respect to the external rotor and the one camshaft An engine having a valve timing control device characterized by being at the same position in the axial direction . The engine having a valve timing control device according to claim 1 or 2, wherein an outer diameter of the camshaft drive portion is smaller than an outer diameter of the driven portion. The engine having a valve timing control device according to any one of claims 1 to 3, wherein the engine is a multi-cylinder, and the internal rotor and the external rotor are arranged between the cylinders. The engine having a valve timing control device according to any one of claims 1 to 3, wherein the engine is a multi-cylinder, and the internal rotor and the external rotor are arranged outside the cylinder. 6. The engine having a valve timing control device according to claim 5, wherein the driven portion is disposed closer to the cylinder than the camshaft driving portion. 6. The engine having a valve timing control device according to claim 5, wherein the camshaft drive unit is disposed closer to the cylinder than the driven unit.

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