JPH0192533A - Timing belt tension regulating device for internal combustion engine - Google Patents

Abstract

PURPOSE:To make it possible to facilitate precise tension regulation by providing a means for locking cam pulleys, a means for slacking both ends of a timing belt and a means for pressing both ends of the timing belt, in a device body fixed to an engine through the intermediary of a clamp means. CONSTITUTION:A timing belt 178 are stretched around a crank pulley 168, a pump pulley 172 and a plurality of cam pulleys 176a, 176b. Further, a tension regulating device 40 for the timing belt 178 is provided therein with a clamp means 50 for removably securing a device body 42 to the engine 160. Further, there are provided a locking means 45 for fixing the cam pulley 176a so that the cam pulley 176a is unrotatable, and a rotary drive source 48 for applying a predetermined rotational load upon a crank shaft 166. Further, there are provided a slacking means 52 for pressing one end of the timing belt 178 so as to regulate the tension of the timing belt 178, and a pressing means 54 for pressing the other end of the timing belt 178 so as to set the tension of the timing belt to a predetermined value.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a timing belt tension adjustment device for an internal combustion engine. A slack forming means is engaged with one end of the belt that is being stretched, and a belt tensioner that is in sliding contact with the other end of the timing belt that is being loosened is pressed with a predetermined pressure by a pressing means, thereby tightening the timing belt as a whole. The present invention relates to a timing belt tension adjustment device for an internal combustion engine, which adjusts the tension to be uniform throughout and can be used with different types of internal combustion engines.

[Background of the Invention] In an internal combustion engine, for example, a four-stroke engine, the four steps of intake, compression, combustion, and exhaust are repeated.
Therefore, it is necessary to synchronize and control the forward and backward movement of the piston within the cylinder and the opening and closing processes of the inlet valve and outlet valve. Therefore, - for boat fishing,
Pulleys are each pivotally attached to a crankshaft that rotates and transmits the forward and backward displacement of the piston, and a camshaft that opens and closes the inlet and outlet valves, and a timing belt is stretched between the pulleys. The rotational force of the crankshaft is transmitted to the camshaft via the timing belt.

By the way, when installing the timing belt between the respective pulleys, the timing belt must be adjusted so that the tension is uniform throughout. This is because if the tension is concentrated on a part of the timing belt, the timing belt is likely to be damaged during engine operation. Therefore, conventionally, a belt tensioner is pressed against the timing belt and moved to feed out the timing belt, thereby uniformly adjusting the tension of the timing belt installed between a plurality of pulleys. However, in this case, since the rotational load on the camshaft and the like is quite large, the operator is forced to bear a considerable burden when feeding out the timing belt as described above. Moreover, the tension adjustment work of the timing belt depends on the skill level of the worker himself, and it may differ slightly depending on each worker. Moreover, there is a drawback that it is difficult to carry out the adjustment work efficiently. It has been pointed out.

Therefore, various proposals have been made to efficiently adjust the tension of the timing belt, and for example, the technical idea thereof is disclosed in Japanese Patent Application Laid-Open No. 60-164607. This is shown in FIG.

That is, in the figure, reference numeral 2 indicates a V-type engine, and the V-type engine 2 includes a cylinder block 4 and cylinder heads 6a and 6b attached to the upper side of the cylinder block 4. A crankshaft 8 is disposed on the lower side of the cylinder block 4, and a crank pulley 10 is pivotally attached to the crankshaft 8. On the other hand, the cylinder heads 6a and 6b each have a camshaft 1.
2a and 12b are installed, and the respective camshafts 1
A cam pulley 14a114b is pivotally attached to 2a and 12b.

Therefore, the crankshaft 8 and cam shirt) 12a
. to be fixed. Next, the crank pulley 10 and the respective cam pulleys 14a, 14
Attach the timing belt 18 to b.

At this time, the idle boob U20 comes into sliding contact with one end of the timing bell eye 8 located between the crank boob IJIO and the cam boob IJ14b, and the timing belt 18
A tensioner 22 is engaged with the other end located between the crankboo IJIO and the camboo 4a. The tensioner 22 includes a pulley 24.
is supported by an arm 28 which is swingably held by the cylinder block 4 via a support shaft 26. and,
After the timing belt 18 is attached to the crank pulley 10 and the cam pulleys 14a and 14b, the spring 30 that engages with one end of the arm 28 is engaged with the locking part 32 provided on the cylinder block 4, and the pulley 24 is moved. The timing belt 18 is pressed.

Next, when a predetermined torque is applied to the crankboo 1 O in the direction of arrow A, since the cam pulley 14a is fixed, the timing belt 18 on the other camboo +714b side is pulled, and the camboo 4a and the crank The other end of the timing belt 18 located between it and the pulley 10 becomes slack.

In this case, the boot IJ 24 is pressed against the other end of the timing belt 18 via the tensile force of the spring 30.
The tension of the timing belt 18 is adjusted to be uniform throughout. Then, the arm 28 is fixed to the cylinder block 4, and the spring 30 is fixed to the locking portion 3.
2 and then remove the locking pin that fixes the camboo IJ14a to the cylinder head 6a.

However, in the prior art described above, the locking portion 32 is formed in the cylinder block 4 to lock the spring 30 that constitutes the tensioner 22, and the cam pulley 14a is
In order to fix the cylinder head 6a non-rotatably, a locking pin insertion hole must be bored in the cylinder head 6a. Therefore, the disadvantage is that the number of processing steps increases and the manufacturing work of the V-type engine 2 becomes complicated.

Moreover, crank pulley 10 and cam pulley 14a114
After installing the timing belt 18 on the arm 28
The spring 30, which is engaged with the locking portion 32, is engaged with the locking portion 32. Furthermore, after completing the tension adjustment work for the timing belt 18, the spring 30 is removed from the locking portion 32. As a result, the task of adjusting the tension of the timing belt 18 becomes considerably troublesome for the operator, resulting in the disadvantage that it is impossible to perform the tension adjustment step efficiently.

EObject of the Invention The present invention has been made in order to overcome the above-mentioned disadvantages, and the present invention has been made in order to overcome the above-mentioned disadvantages. A rotational drive source that rotates the crankshaft in a fixed state, a slack forming means that presses one end of the timing belt that is being stretched to finally give a predetermined slack, and a slack forming means that presses one end of the timing belt that is being pulled to finally give a predetermined slack, and a slack forming means that presses one end of the timing belt that is being pulled to finally give a predetermined slack; By providing a pressing means for adjusting the tension at the other end by pressing a freely accessible tensioner, it is possible to perform the timing belt tension adjustment process efficiently by consolidating the work in one step. An object of the present invention is to provide a timing belt tension adjustment device for an internal combustion engine that can be used for different types of internal combustion engines.

[Means for Achieving the Object] In order to achieve the above-mentioned object, the present invention provides a timing belt for a crank pulley pivotally attached to a crankshaft, a cam pulley pivotally attached to a camshaft, etc. that constitute an internal combustion engine. A device for attaching the device with a tension of , comprising: a clamp means for removably fixing the main body of the device to the internal combustion engine; a lock means for fixing and holding one cam pulley in a non-rotatable manner;
A rotational drive source that applies a predetermined rotational load to the crankshaft, and a slack forming that presses one end of a timing belt that is pulled when the crankshaft rotates and finally adjusts the one end to a predetermined tension. and a pressing means for pressing a belt tensioner that is slidably in contact with the other end of the timing belt that loosens when the crankshaft rotates to set the other end to a predetermined tension. Features.

[Embodiments] Next, preferred embodiments of the timing belt tension adjusting device according to the present invention will be described in detail with reference to the accompanying drawings.

2 and 3, reference numeral 40 designates a timing belt tension adjustment device according to the present invention. The device 4
0 includes a plate-shaped main body 42, a hanging lock 44 is provided on one side of the main body 42, and a locking means, that is, a locking device, is provided on the main body 42 in proximity to the lock 44. Stop rod body 45
is fixed. A gripping rod 46 is erected on the other side edge of the main body 42 corresponding to the locking tool 44, and is located above the rod 46 and has a rotational drive source on one surface 42a of the main body 42. 48 is installed. A clamping means 50 for mounting the device 40 on an engine to be described later is disposed above the rotational drive source 48, and this clamping means 5
A slack forming means 52 is attached to the left side of the rotary drive source 48 and the rotary drive source 48 in the figure. On the other hand, on the right side of the rotational drive source 48 and on the other surface 42b of the main body 42, a pressing means 54 is provided in a state inclined with respect to the vertical direction (a fourth
(see figure). Further, a switching valve 56 for changing the set pressure of the pressing means 54 is attached above the pressing means 54, and a rotary drive source 48 is connected above the switching valve 56.
, a switching means 58 for driving the crank means 50, the slack forming means 52, and the pressing means 54 is installed.

Next, the detailed configuration of the device 40 will be described below.

That is, from the rotational drive source 48 to the other surface 42b of the main body 42
A substantially cylindrical connecting member 6 is attached to the rotational drive shaft 60 extending to the side.
2 is pivotally attached to the connecting member 62, and a hole 64 is formed in the center of the connecting member 62 into which a crankshaft of an engine, which will be described later, is fitted. In this case, the other surface 42b of the main body 42
A holding member 66 is fixed to the holding member 66, and the connecting member 62 is rotatably supported by this holding member 66.

Next, the clamping means 50 includes a rocking table 68, and one end of the rocking table 68 is swingably supported by the main body 42 via a fulcrum pin 70. A guide portion 72 is provided at the other end of the swing table 68, and this guide portion 72 is guided by an arcuate guide rail 74 fixed to the main body portion 42. Further, a rod 76 is attached to the rocking table 68 so as to extend in a direction perpendicular to the rocking table 68, and the rod 76 is inserted into a plurality of holes 78 formed at predetermined positions of the main body 42. , the rocking table 68 is fitted into a predetermined hole 78.
positioning. Similar to the rod 76, a first cylinder 80 is attached to the rocking table 68 so as to be oriented perpendicularly to the main body 42, and a first cylinder 80 is attached to each piston rod 82 extending from the first cylinder 80. Link pieces 84a, 8
One end of 4b (locked). Said first link piece 84
The other ends of a and 84b are connected to the ends of a pair of gripping members 86a and 86b, respectively.
A second link piece 88a that is mutually rotatable is located approximately in the middle of b.
, 88b are formed.

On the other hand, as shown in FIGS. 2 and 4, the slack forming means 52 includes a second cylinder 90.
A connecting rod 94 is engaged with the piston rod 92 of No. 0 so that its position can be adjusted, and one end of a swing arm 96 is engaged with the connecting rod 94. The swing arm 96 is swingably supported by the main body 42 via a fulcrum pin 98, and a belt pressing bar 100 is attached to the swing arm 96. The belt pressing bar 100 is oriented in a direction perpendicular to the main body 42 and extends for a predetermined length on the other surface 42b of the main body 42.

Further, as shown in FIG. 4, the pressing means 54 includes a third cylinder 102, and this third cylinder 102
2 is fixed to the other surface 42b of 2. An L-shaped holding member 106 is engaged with a piston rod 104 extending from the third cylinder 102, and a shaft 108 extending in a direction perpendicular to the piston rod 104 is disposed on this holding member 106.

In this case, one end of the shaft 108 is an ellipse 1 formed in the main body 42 and extending in the axial direction of the piston rod 104.
10, and a roller 112 is rotatably supported at the other end.

Furthermore, the switching means 58 includes a switching valve to be described later and a rotatable lever 114 for switching the switching valve to a predetermined position.

A pressure regulating valve 118 is attached to the main body 42 via a plate 116, and an opening 119a and an idler pulley, which will be described later, are provided in order to attach the clamping means 50 and the slack forming means 52 to the main body 42. Openings 119b and the like for inserting tools to be fixed to the engine are formed as necessary.

Next, the drive system of the device 40 will be schematically explained with reference to FIG. 5.

In the figure, reference numeral 120 indicates an air supply source, and compressed air supplied from this supply source 120 is supplied to a pipe line 122.
The pressure is supplied from the pressure regulating valve 118 to the switching valve 124 constituting the switching means 58 via the pressure regulating valve 118. In this case, the switching valve 12
4 has a first position 126a to a fourth position 126d, and in addition to the pipe line 122, an exhaust pipe line 130 provided with a silencer 128 is connected thereto. Furthermore, the switching valve 1
The first pipe line 132a to the sixth pipe line 132f are connected to the pipe line 24.

The first pipe line 132a is connected to one port of a first cylinder 80 constituting the clamping means 50 via a flow rate regulating valve 134, and the other port of the first cylinder 80 is connected to a fourth pipe line 132d. It goes through. The second pipe line 132b branches into pipe lines 136a and 136b on the way, and the pipe line 136a communicates with one port of the second cylinder 90 constituting the slack forming means 52 via a flow rate adjustment valve 138, The pipe line 136b is connected to one port of the rotary drive source 48 via a flow rate regulating valve 140. At that time, the fifth pipe line 132e is connected to the pipe lines 142a, 1 on the way.
42b, the pipe line 142a communicates with the other port of the second cylinder 90 via the pressure reducing valve 144, and the pipe line 142b is connected to the other port of the rotational drive source 48.

Further, the third pipe line 132c communicates with one port of the third cylinder 102 constituting the pressing means 54 via a flow rate adjustment valve 146, and the other port of the third cylinder 102 is connected to a sixth pipe line 132f. is connected, and a switching valve 56 is interposed in this sixth conduit 132f. The switching valve 56 is substantially in a first position 148a to a third position 148c.
A pipe line 150 that has a branching line in the middle of the sixth pipe line 132f.
a is connected to this switching valve 56, and this sixth pipe 132f
The other pipe line 150b branching from the pipe 150b is connected to the manifold 154 via a pressure reducing valve 152a. Pipe lines 156a and 156b extend from the switching valve 56, and the respective pipe lines 1
56a and 156b communicate with the manifold 154 via pressure reducing valves 152b and 152c.

The timing belt tension adjustment device for an internal combustion engine according to the present invention is basically constructed as described above, and its operation and effects will be explained next.

An engine 160 that performs timing belt tension adjustment work through the device 40 includes a cylinder block 162 and a cylinder head 164.
A crankshaft 166 is disposed on the lower side of 2. A crank pulley 168 is pivotally attached to the crankshaft 166, and in this case, the end of the crankshaft 166 is exposed to the outside by a predetermined length from the crankshaft 7168. An idle pulley 170 whose position can be adjusted in the direction of the arrow in FIG. It will be done. Further, camshafts 174a and 174b are arranged in parallel to the cylinder head 164, and cam pulleys 176a and 176b are pivotally attached to the camshafts 174a and 174b.

Therefore, the work of attaching the timing belt 178 to the crank pulley 168, idle boot +J170, pump pulley 172, and cam pulleys 176a and 176b of the engine 160 will be explained.

First, the crankshaft 166 and each camshaft 1
While holding the timing belts 74a and 174b at predetermined angular positions, the timing belt 178 is attached to the crank pulley 168, the pump pulley 17172, and the respective cam pulleys 176a,
Attach to 176b. At this time, the idle pulley 170 is released from the fixed state with respect to the cylinder block 162.

On the other hand, the device 40 is suspended via a locking tool 44, and the operator holds the gripping rod 46 so that the other surface 42b of the main body 42 faces the engine 160 side, and holds the rotational drive source 44.
The crankshaft 166 is fitted into the hole 64 of the connecting member 62 which is pivotally attached to the rotary drive shaft 60 of No. 8. Furthermore, the locking rod 45 is fitted into the hole formed in the cam pulley 176a, and this cam is completed! J 176a is fixed in a non-rotatable manner, and the main body 42 is positioned by bringing a plurality of seats (not shown) provided on the other surface 42b of the main body 42 into contact with the engine 160.

Next, the lever 114 constituting the switching means 58 is rotated by a predetermined angle to set the switching valve 124 to the second position 126b. For this reason, as shown in FIG.
The compressed air led out from the pressure regulating valve 118 reaches the second position 126b of the switching valve 124 from the pipe line 122, and is supplied to the second pipe line 132b to the fourth pipe line 132d.

The compressed air supplied to the second pipe line 132b is transferred to the pipe line 13.
6a and 136b, and a second conduit constituting the slack forming means 52 is connected from this conduit 136a via a flow rate regulating valve 138.
One boat of the cylinder 90 is supplied.

Therefore, the piston rod 92 is displaced into the second cylinder 90, the swinging arm 96 is oscillated about the fulcrum pin 98, and the belt pressing bar 100 is displaced in a direction away from the timing belt 178. On the other hand, the pipe line 1
The compressed air supplied to the rotary drive source 36b is introduced within four days of the rotary drive source via the flow rate regulating valve 140. Then, the air discharged from the second cylinder 90 and the rotational drive source 48 is passed from the pipes 142a, 142b and the fifth pipe 132e to the silencer 1 through the pipe 130 connected to the switching valve 124.
28, the sound is muted and released to the outside.

Further, the compressed air supplied to the third pipe line 132C is transferred from the flow rate regulating valve 146 to the third cylinder 1 constituting the pressing means 54.
02, the piston rod 104
is displaced toward this third cylinder 102 side. As a result, the roller 112 supported by the holding member 106 is guided by the ellipse 110 and is displaced in the direction away from the idle pulley 170.

Further, the compressed air supplied to the fourth pipe line 132d is supplied to one boat of the first cylinder 80 constituting the clamping means 50, and the piston rod 82 is displaced toward the engine 160 side. For this reason, the first link pieces 34a, 84b
The distal ends of the gripping members 86a and 86b are displaced toward each other through the clamping means 50, and a predetermined portion of the engine 160 is gripped through the clamping means 50. As a result, the main body portion 42 is positioned and fixed with respect to the engine 160. Note that the air discharged from the other boat of the first cylinder 80 and the third cylinder 102 is discharged through the first pipe line 13, respectively.
It passes through the silencer 128 and is discharged to the outside from the pipe line 130 connected to the switching valve 124 via the sixth pipe line 132f.

Next, the lever 114 is operated to set the switching valve 124 to the third position 126c. Therefore, the compressed air led out from the air supply source 120 is supplied to the third pipe line 132C to the fifth pipe line 132e. The compressed air supplied to the fifth pipe line 132e is introduced into the respective pipe lines 142a and 142b, and is supplied from the pipe line 142a to the other boat of the second cylinder 90 via the pressure reducing valve 144. Therefore, the piston rod 92 is displaced in the opposite direction, and the swinging arm 96 is pivoted about the fulcrum pin 98 toward the clamping means 50, and the belt pressing bar held by the swinging arm 96 is moved. 100 presses the timing belt 178 with a predetermined pressing force between the crank boot 168 and the cam boot 176b (see FIG. 4).

On the other hand, the compressed air supplied to the pipe line 142b is supplied to the rotational drive source 48, and this rotational drive source 48 is driven. Therefore, the rotary drive shaft 60 and the connecting member 62 rotate, and the crankshaft 166 that fits into the hole 64 of the connecting member 62 rotates in the direction of the arrow in FIG. 4. At this time, since the camboo J 176a is fixed non-rotatably via the locking rod 45, the camboo J 176a is located between the crank pulley 168 and the other cam pulley 176b.
One end of the timing belt 178 that is engaged with is pulled, and the other end of the timing belt 178 that contacts the pump pulley 172 becomes slack.

Therefore, if the switching valve 124 is set to the fourth position 126d by rotating the lever 114, the compressed air supplied from the air supply source 120 is transferred from the fourth pipe line 132d to the sixth pipe line 13.
2f. Therefore, the compressed air supplied to the sixth pipe line 132f reaches the manifold 154 from the pipe line 150b via the pressure reducing valve 152a, and further reaches the pressing means 54.
is supplied to the other port of the third cylinder 102 that constitutes the third cylinder 102. As a result, the piston rod 104 moves toward the idle pulley 170, and the roller 112, which is rotatably supported by the piston rod 104 via the holding member 106, presses the idle boot 70 with a predetermined pressing force. . As a result, the idle boob 70 presses the other end of the timing belt 178 that engages with the crank pulley 168, pump pulley 172, and camboo 176a, and the other end of the timing belt 178 is forcibly slackened as described above. is adjusted to a predetermined tension under the pressing action of the idler boot 70.

In this state, the opening 119b of the main body 42
The idle pulley 170 is connected to the cylinder block 16 via
2, and operate the lever 114 to set the switching valve 124 to the first position 126a. Therefore, the second cylinder 90 is driven and the belt pressing bar 100 is displaced in the direction away from the timing belt 178, and the rotational drive source 48 is stopped. Furthermore, the third
The roller 112 is moved away from the idler pulley 170 under the driving action of the cylinder 102, and the engine 160 is moved away from the idler pulley 170 by the gripping members 86a and 86b under the driving action of the clamping means 50.
The gripping action of is released.

As a result, when the operator grasps the gripping rod 46 and moves the device 40 away from the engine 160, the tension of the timing belt 178 is set to be uniform throughout.

In this case, according to this embodiment, the timing belt 17
8 tension adjustment operations can be performed accurately and efficiently, and can be used in various different engines.

That is, if the cam pulley 176a is rotatable, it is impossible to adjust the tension of the entire timing belt 178 to be uniform by rotating the cam pulley 176a, especially when the idle pulley 170 is pressed against the timing belt 178. It becomes. However, in the device 40, as described above, when the operator sets the device 40 on the engine 160, the locking rod 45 fits into the hole of the cam pulley 176a and the cam-boo! J176
a becomes fixed. Therefore, when the crankshaft 166 is rotated in the direction of the arrow under the driving action of the rotational drive source 48, only one end of the belt 178 is pulled at the timing when the cam pulley 176b engages, and at the same time when the pump pulley 172 engages. The other end of the belt 178 becomes slack. For this reason, the timing belt 178
By separating the slack forming means 52 that abuts one end of the timing belt 178 from the timing belt 178, the one end is adjusted to a predetermined tension. On the other hand, under the driving action of the pressing means 54, the idle boob 17170 is moved to the timing belt 178.
By pressing the other end, a predetermined tension state can be maintained at the other end as well. As a result, it becomes possible to obtain a uniform tension state over the entire timing belt 178.

Moreover, the operator can actually remove the main body 42 from the engine 16.
0, and loosening and tightening the idle boob 17170.

This simplifies the tension adjustment work of the timing belt 178 all at once, reducing the burden on the operator, and allows the entire tension adjustment process to be carried out efficiently.

Furthermore, when adjusting the tension of the timing belt of an engine different from the engine 160 using the device 40, the switching valve 56 is operated and the switching valve 56 is set to the first position.
It is set at position 148a or third position 148c. For this reason, the compressed air led out from the air supply source 120 is supplied to the pressure reducing valve 152c or 152b from the sixth pipe line 132f and reduced in pressure, and then introduced into the third cylinder 102 via the manifold 154. Therefore, the set pressure of the third cylinder 102 can be selected to a desired pressure corresponding to different engines. On the other hand, slack forming means 52
By adjusting the position of the connecting rod 94 constituting the piston rod 92 with respect to the piston rod 92, it becomes possible to change the amount of slack formed in the timing belt by the belt pressing bar 100 in accordance with a predetermined engine. Furthermore, if the rocking table 68 constituting the clamping means 50 is rotated about the fulcrum pin 70 and the long door 6 is fitted into a predetermined hole 78 formed in the main body 42, the clamping means 50 With this, it is possible to grasp a predetermined part of each engine of different models.

It will be easily understood that this makes it possible to effectively perform timing belt tension adjustment work for various engines of different models through the device 40.

[Effects of the Invention] As described above, according to the present invention, the locking means for non-rotatably fixing one cam pulley to the device main body which is fixed to the internal combustion engine via the clamping means, and the A slack forming means that engages one end of the timing belt being stretched, and a pressing means that presses an idler pulley that can slide freely onto the other end of the timing belt that is forcibly loosened with a predetermined pressing force. There is. Therefore, the entire tension adjustment work of the timing belt can be further simplified, the burden on the worker can be reduced, and work efficiency can be improved. Furthermore, there is an effect that the tension of the timing belt can be adjusted accurately and easily over the entire timing belt by the slack forming means and the pressing means. Furthermore, the slack forming means, the pressing means, and the clamping means are configured to be adjustable in accordance with different types of internal combustion engines, and as a result, the device can be applied to various different internal combustion engines. You can also get this advantage.

Although the present invention has been described above with reference to preferred embodiments, the present invention is not limited to these embodiments.
Of course, various improvements and changes in design are possible without departing from the gist of the present invention.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram of a timing belt tension adjustment operation according to the prior art. FIG. 2 is a partially omitted perspective view of a timing belt tension adjustment device according to the present invention. FIG. 3 is a partially omitted perspective view of the device. A vertical side view, FIG. 4 is a schematic perspective view of the slack forming means and pressing means constituting the device engaged with the engine, and FIG. 5 is a schematic configuration diagram of the drive system of the device.

Claims (5)

[Claims] (1) A device for attaching a timing belt with a predetermined tension to a crank pulley attached to a crankshaft, a cam pulley attached to a camshaft, etc. that constitute an internal combustion engine, and the device itself is attached to an internal combustion engine. A clamping means for removably fixing one cam pulley, a locking means for fixing and holding one cam pulley in a non-rotatable manner, a rotational drive source for applying a predetermined rotational load to the crankshaft, and a timing at which the crankshaft is pulled when it rotates. a slack forming means that presses one end of the belt to finally adjust the one end to a predetermined tension; and a belt tensioner that can slide into the other end of the timing belt that loosens when the crankshaft rotates. A timing belt tension adjustment device for an internal combustion engine, comprising a pressing means for pressing the other end to set the tension at a predetermined tension. (2) In the device according to claim 1, the clamping means includes a pair of gripping members that can be opened and closed under the action of an actuator, and the pair of gripping members are mounted on a movable table whose position can be adjusted. A timing belt tension adjustment device for internal combustion engines. (3) In the apparatus according to claim 1, the slack forming means includes an arm member that engages with the actuator, and a belt pressing member held by the arm member,
A timing belt tension adjustment device for an internal combustion engine, wherein the arm member is rotated under the driving action of the actuator to move the belt pressing member forward and backward with respect to the timing belt, and the arm member is configured to be adjustable in position with respect to the actuator. . (4) In the device according to claim 1, the pressing means includes a roller that is freely displaceable under the action of an actuator, and presses the roller against a belt tensioner to adjust the tension of the timing belt. A timing belt tension adjustment device for an internal combustion engine, which is equipped with a switching valve that can change the pressing force of the timing belt. (5) In the device according to claim 1, an internal combustion engine is provided, in which a connecting member is pivotally attached to a rotational drive shaft extending from a rotational drive source, and the connecting member is removably fitted to a crankshaft. timing belt tension adjustment device.