JPH04183905A - Camshaft drive for internal combustion engine - Google Patents

Abstract

PURPOSE: To facilitate mounting of a variable valve timing mechanism coupled with a camshaft and driven by a crankshaft and establish proper control of the valve timing by adjoining the valve timing mechanism to each end of an engine block. CONSTITUTION: A camshaft driving device for an internal combustion mechanism 11 having an engine block 12 and crankshaft 15 has a first 18 and a second camshaft 22 stretching parallel with the crankshaft 15, a first variable valve timing VVT mechanism coupled at one end of engine with the first camshaft 18 and driven by the crankshaft 15, and a second VVT mechanism coupled with the second camshaft 22 and driven by the crankshaft 15. In this configuration, the first VVT mechanism is adjoined with one end of the engine block 12, while the second VVT mechanism with the other end of the engine block 12.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to internal combustion engines, and more particularly to camshaft drives for such engines.

Camshaft drives employing variable valve timing (VVT) are known. Its benefits in engine performance are discussed in conjunction with various variable valve timing mechanisms in SAE Technical Literature Series 880386 entitled "Variable Engine Valve Timing J" by Mr. Gray.

One type of VVT mechanism that widely improves engine performance is to periodically change the rotational speed of the cam while keeping the rotational speed of the engine crankshaft constant, thereby changing both the opening and closing timings of the valve. There is.

This type of VVT is applied to engines with a number of cylinders of 2 or more.
If the mechanism is applied, the valve timing of each cylinder is always at a different phase of the cyclical change, which creates mounting problems.

CB-A-1522405 shows an installation problem when a VVT mechanism is arranged between the second and third cylinders in a four-cylinder engine arranged on the - line. The installation method here is for a type of engine commonly used in large two-wheeled vehicles, where the engine drive output is extracted from a gear wheel installed on the crankshaft between the second and third cylinders. , practical. However, the conventional 4
In a cylinder engine, the engine drive output is taken from one end of the crankshaft, and it is impractical to increase the length of the engine by installing a camshaft drive device and a VVT mechanism between the second and third cylinders. be.

GB-A-1522405 proposes that when the drive member theoretically rotates at a constant rotation speed by moving the rotation axis of the drive member relative to the rotation axis of the output member on the camshaft,
A known V such that the rotational speed of the camshaft changes periodically.
The VT mechanism is shown. The drive mechanism transmits power between the drive member and the output member. CB-A-1522405
Now, the drive mechanism has a drive frame on the output member that engages a slot in the drive member. US-A-4723
517 shows the same general type of VVT mechanism, in which the drive member drives rack teeth through slots and tongues that engage gears on the camshaft. It has a sliding member.

GB-A-1311562 addresses the problem of moving the axis of rotation of the drive member to drive it in rotation by providing an input member that is coaxial with the output member and drives the drive member through a plug that engages with a slot in the drive member. has overcome. The theoretically constant rotation speed of the input member causes periodic changes in the rotation speed of the camshaft by moving the rotation shaft of the drive member. Two methods of moving the drive members are shown, both of which provide good low speed performance at idle combined with high power at high speeds, and which require low exhaust emissions. It's not even close to proper timing control.

The object of the present invention is to overcome the two drawbacks.

According to one aspect of the invention, at least gt
, an engine block having a second cylinder, a first valve group consisting of intake valves for each cylinder, a second valve group consisting of exhaust valves for each cylinder, and a crankshaft. , the camshaft drive device has first and second camshafts extending parallel to the crankshaft that drive the valve groups for the first and second cylinders, respectively; and a driving force on the first camshaft at one end of the engine. A camshaft drive device having a first variable valve timing (VVT) mechanism connected to and driven by the crankshaft, and a second VVT mechanism drivingly connected to the second camshaft and driven by the crankshaft, A camshaft drive device is provided, wherein the first VVT mechanism is adjacent to one end of the engine block, and the second VVT mechanism is adjacent to the other end of the ennon flock.

In the above-mentioned aspect, the present invention provides a two-cylinder engine,
and engines with two or more rows of two cylinders, such as V4 engines.

In a preferred construction, a stationary shaft extends parallel to said first and second camshafts, said first camshaft adjacent said one end of said engine block.
A drive device is provided for transmitting power from the crankshaft to the first VVT mechanism and the stationary shaft, and a second drive device adjacent the other end of the engine block transmits power from the stationary shaft to the second VVT mechanism. It is provided for.

Conventionally, the first and second camshafts are input camshafts,
The stationary shaft forms an exhaust camshaft that operates the exhaust valve. In another approach, a separate stationary shaft is used, particularly in V-type engines where the stationary shaft is located between the cylinder banks. This makes it possible to have both intake and exhaust valves or a VVT mechanism.

A third camshaft having an elongated portion extending coaxially through the first camshaft.
a third VVT adjacent to the first VVT mechanism, the camshaft being disposed to operate one of the valves for a third cylinder located between the first and second cylinders;
A mechanism is drivingly coupled to the third camshaft through the elongated portion and to the crankshaft. Similarly, a fourth cam having an elongated portion extending through the second camshaft and concentrically thereto.
A camshaft is arranged to operate one of a group of valves for a fourth cylinder located between the third and second cylinders, and a fourth VVT mechanism adjacent the second VVT mechanism , through the elongated portion to the fourth camshaft and to the crankshaft. Thus, in a row of three cylinders, commonly referred to as first, second, and third cylinders, the intake or exhaust valves of the first and second cylinders are located adjacent to one end of said row. 1st and 3rd VVT
The third cylinder's intake or exhaust valve is operated through a second VVT mechanism adjacent the other end of the row. A row of four cylinders works in the same way,
The intake or exhaust valve of the third cylinder is operated through a fourth VVT mechanism, and the intake or exhaust valve of the fourth cylinder is operated through a fourth VVT mechanism.
operated through an adjacent second VVT mechanism. The rows of three or four cylinders may be lined up in a row or may be part of a V6 or V8 engine with stationary shaft drive to the second and fourth VVT mechanisms as described above. good.

Each VVT mechanism has a rotational drive member driven by a crankshaft, and an output member that drives each camshaft, and each drive member is connected to the rotational shaft of each output member in order to change the valve. On the other hand, it has a movable = 19- axis of rotation.

In each VVT mechanism, a drive member is pivotally supported within an eccentric sleeve rotatable within a bore in the engine block to vary valve timing. Preferably, the axes of the holes are arranged eccentrically from the axis of rotation of each corresponding output member. In this case, the amount of eccentricity is preferably equal to the eccentricity of the sleeve.

When there are two adjacent VVT mechanisms, such as in the case of three or four cylinders, the eccentric sleeve
This is common to all VVT mechanisms.

The eccentric sleeve is driven by a servo motor, preferably through an irreversible worm, ohmic ring gear drive.

each eccentric sleeve extends along the engine block;
There is a gear that meshes with a control shaft that has a worm wheel that meshes with a worm driven by a servo motor.

Advantageously, the first input member rotates approximately coaxially with the first output member and transmits power to the first moving member;
It is also convenient for the second input member to rotate approximately coaxially with the second output member and transmit power to the second drive member. When three or four cylinders are arranged in a row, one input member or a pair of adjacent VVT mechanisms are commonly used.

Each VVT mechanism has a corresponding input member, one in two plugs,
Each drive member defines a pair of diametrically opposed radial grooves for driving engagement with a corresponding one of the spigots.

When three or four cylinders are arranged in a row, the output member of the third VVT mechanism extends through the drive member of the first VVT mechanism and, if appropriate, the output member of the fourth VVT mechanism. extends through the drive member of the second VVT mechanism.

It may be convenient for each output part IA to be on the input camshaft corresponding to the force, and if appropriate, the output members of the third and fourth VT mechanisms are elongated on the third and fourth camshafts, respectively. It has a part.

Thus, the present invention provides a new camshaft drive that avoids the installation problems associated with VVT in multi-cylinder engines.

However, the invention also provides a form of VVT mechanism with improved operating characteristics, which according to another aspect of the invention includes at least one cylinder and an intake valve and an exhaust valve for the cylinder. and a camshaft drive device for an internal combustion engine, the camshaft drive device having a camshaft for operating one of the valves of the cylinder, and a camshaft having the crankshaft. V drivingly connected to the camshaft and having a rotary drive member drivingly connected to the camshaft
A camshaft drive device having a VT mechanism, an output member for driving a camshaft, and an eccentric sleeve that forms a shaft neck of the drive member and is rotatable in a hole in an engine block is configured to rotate the eccentric sleeve. A device is provided, characterized in that the shaft is eccentric with respect to the rotation axis of the output member.

Preferably, the amount of eccentricity is approximately equal to the eccentricity of the eccentric sleeve, in which case the axis of rotation of the output member is approximately concentric with the axis of rotation of the output member at one operating position of the eccentric sleeve.

The input member is rotatable about the same axis as the output member, is driven by a crankshaft, and transmits power to the drive member. Generally, the plug on the input member and the plug on the output member each driveably engage a corresponding one of a pair of diametrically opposed radial grooves. The output member is on the camshaft.

GB-8-1522405 and US-A-4723517
Therefore, it is possible to provide a camshaft drive device having a pair of VVT mechanisms for driving a combined pair of camshafts in which the elongated portion of one camshaft coaxially passes through the other camshaft. Are known. However, this known mechanism requires precise lateral movement of the gear wheels, sprockets, or pulleys when driving the camshaft with the crankshaft, and is therefore complex.

Thus, according to yet another aspect of the present invention, an engine block having at least first and second cylinders arranged in a line, a first valve group consisting of an intake valve for each cylinder, and an exhaust valve for each cylinder. A camshaft drive device for an internal combustion engine having a first 23-2 valve group and a crankshaft, the camshaft drive device driving the valve groups for the first and second cylinders, respectively. The camshaft drive device has first and second camshafts extending parallel to the crankshaft, the second camshaft having an elongated portion coaxially extending within the first camshaft; a first VVT device that transmits power from the crankshaft to the first camshaft; and a second VVT device that transmits power from the crankshaft to the second camshaft through the elongated portion, each VVT device being driven by the camshaft. a rotatable drive member that drives each camshaft and is rotatable about a common rotational axis; In a camshaft drive that is movable relative to the rotation axis of the engine, each drive member is axially supported by an eccentric sleeve that rotates within a hole in the engine block in order to change the valve timing. Featured equipment is provided.

Preferably, each company's shaft is eccentric from the axis of rotation of the output member, in which case the eccentricity is approximately equal to the eccentricity of the sleeve.

The eccentric sleeve is common to the first and second VVT mechanisms.

Preferably, it is rotatable about an axis substantially concentric with the axis of either the input or output member and is driven by a crankshaft to transmit power to the drive member. Each VVT mechanism has one of a pair of spigots on its input member, a spigot on a corresponding output member, and each drive member has a corresponding one of said spigots and a drive member. a pair of diametrically opposed radial grooves that engage each other. The output member of the second VVT mechanism extends through the drive member of the first VVT mechanism, and the input member of the first VVT mechanism extends through a hole in the drive member of the second VVT mechanism.

Conveniently, each output member is located on a corresponding camshaft, in which case the drive member of the second VVT mechanism comprises an elongated portion of the second camshaft.

The present invention will be described below with reference to the drawings.

With reference to FIGS. 1-4, particularly FIG. 1, the internal combustion engine 11 is
The engine block 12 includes a crankcase 13 integrated with a cylinder block having four cylinder rows, and a cylinder head 14. crankshaft 1
5 is shaft-supported within the crankcase, and has a toothed belt 17.
It has a drive pulley 16 for.

Crankshaft 15 carries a flywheel (not shown) at one end remote from drive pulley 16 for transmitting engine power through the clutch to the gearbox. As usual, the cylinders start from the drive pulley side and
It's called a cylinder.

The cylinder head 14 has an engine intake valve, an exhaust valve (
(not shown). The intake valves are operated by four intake camshafts 18, 19, 21, and 22 of the first to fourth cylinders, respectively. The intake camshafts 18, 19 of the first and second cylinders are combined, that is, the intake camshafts 19
has an elongated portion 23 extending concentrically with the hole 24 of the intake camshaft 18 . The intake camshafts 18 and 19 are both
It is driven by a toothed pulley 25.

The exhaust camshaft 2G, which extends parallel to the intake camshafts 18, 19, 20.21, is common to all four cylinders, is driven by another toothed pulley 27, and is driven at half the speed of the crankshaft. The drive pulley 16 has half a number of teeth for rotation. The exhaust camshaft 26 receives power from another toothed belt 28 and another pair of pulleys 29 and 31.
The pulley 31 has the same number of teeth as the pulley 32, which acts as a stationary shaft for transmission to the intake camshafts 21, 23 of the third and fourth cylinders.

The intake camshafts 21.23 of the third and fourth cylinders are also combined in the same manner as the intake camshafts 18.19.

Each intake camshaft 18, 19, 2], 22 is driven by a corresponding variable valve cylinder timing (VVT) mechanism;
The VT mechanisms are generally labeled as 32.33° and 34.35°, respectively (Figures 2A and 2B). 1st, 2nd
The VV T mechanism for the cylinders is grouped together adjacent one end of the ennon block 12 and is driven by a first drive with a drive pulley 16 and a toothed bell l-17 adjacent the same end. Driven. Also, the VVT mechanisms for the third and fourth cylinders are grouped together adjacent to the other end of the engine block and are driven by a second drive having a pulley 29,31 and a toothed belt 28. Ru.

Since the VVT mechanisms 32 and 33 for the first and second cylinders are essentially similar to the VT mechanisms for the third and fourth cylinders, the VVT mechanisms 32 and 3 for the first and second cylinders are
It may be appropriate to explain the three parts in more detail with particular reference to Figure 3.4.

FIG. 3 shows details for understanding the VVT mechanism 32 of the first cylinder, and FIG. 4 shows the VVT mechanism 33 of the second cylinder.
Showing details for understanding.

The VVT mechanism 32 includes a drive member 36 having a pair of diametrically opposed radial square grooves 37,38.

The groove 37 is in driving engagement with a plug 39 on the second input member 41, and the groove 38 is in driving engagement with a plug 42 on the input member in the form of a support portion 43 of the input member I8 of the first cylinder. The plugs 39.42 are driven through square drive blocks 44 which are rotatable about each plug 39.42 and fit snugly into the grooves 37.38.

The input member 42 is rotatable about approximately the same axis as the camshaft 18,19 and is supported in a ball bearing 45 in a housing 46 mounted to the cylinder head I4. The pulley 25 is attached to the input member 42 and held down by a cap screw 47. The plug 48 is connected to the pulley 25
It engages with the inner thrower 1~, transmits power, and determines the angular position.

The housing 46 constitutes a part of the engine block 12 and has a hole 49, and the axis of the hole 49 is connected to the intake camshaft 18,
19, 21. It is eccentric from the rotation axis of 23. An eccentric sleeve 51 is rotatable within bore 49 and forms the outer race of a pair of needle roller bearings 52,53. The inner race of the bearing 52 is pressure fitted to the outer surface of the drive member 36 such that the drive member is axially supported within the eccentric sleeve 51.

The VVT mechanism 33 includes a drive member 54 having a pair of diametrically opposed radial square grooves 55,56. The groove 55 is drivingly engaged with another plug 57 of the input part 4!41, and the groove 56 is engaged with the input camshaft 19 of the second cylinder.
radially extending lobes 5 which are part of the elongated portion 23 of the
It is drivingly engaged with a plug 58 of the output member in the form of 9.

The spigots 57, 58 are driven through a rectangular drive block 61 in a manner similar to the spigots 39, 42.

The inner race of the bearing 53 allows the drive member 54 to
It is pressure fitted to the outer surface of the drive member 54 for axial support within an eccentric sleeve 51 common to the VT mechanisms 32,33.

The drive member 54 of the VVT mechanism 33 has a hole 62 that is angularly spaced from the grooves 37 and 38, and the hole 62 allows a post 63 of the input portion 41, which is formed with a hole through which the plug 39 passes, to pass through the post 63 of the input portion 41 with a gap. I'm going through it. In order to minimize the overall length of the adjacent vVT mechanism 32, 33 and to keep the length of the boss 63 to a minimum, a recess 64 is provided in the drive member 36 to partially accommodate the lobe 57 with clearance. ing. FIG. 5 shows a detailed perspective view of the drive member 36 and also shows the axial hole 65 passing through the elongated portion 23 of the input member 19 and forming a clearance hole.

Each VVT mechanism 32, 33, 34.35 gives periodic fluctuations to the camshaft speed by moving the rotation axis of each drive member relative to the rotation axis of the output member on the nom axis. ing. This is achieved by rotating the eccentric sleeve 51, which is shown enlarged in more detail in FIG. The outer diameter of the sleeve 51 rotating in the bore 49 is designated Di, and the inner diameter forming the outer race of the needle roller bearing 52, 53 is designated D2. The eccentricity of the sleeve is indicated as E, and this dimension is
The eccentricity between the axis of rotation of 8, 19, 21, 22 and the axis of the hole 49 of the housing 46 is approximately equal.

The rotation of the sleeve 51 is controlled by the rotation of a gear pinion 66 that meshes with gear teeth 67 on the outer surface of the eccentric sleeve. The pinion 66 is part of a control shaft 68 that extends from one end of the cylinder head I4 to the other, and
It has a worm ring 69 on a hollow shaft 71. The other hollow shaft 72 has a splined end piece 73 , 74 , the end piece 73 is connected to the hollow shaft 71 , the other end piece 74 is connected to the other hollow shaft 75 , and the other end piece 74 is connected to the hollow shaft 75 . carries a pinion 66 and a feedback potentiometer (not shown)
It has diagonal gear teeth 76 that mesh with the upper diagonal gear.

A rotating sarpometer (not shown) has a worm that meshes with a worm wheel 69 that rotates the control shaft 68 and thus the eccentric sleeve 51, the position of which is determined by a feedback potentiometer. Further feedback means of the eccentric sleeve position are the three teeth 77, 78, 79 on the intake camshaft I8. As the camshaft 18 rotates in the direction of arrow B (FIG. 7), the leading edge of the tooth 77 starts opening the intake valve, and the leading edge of the tooth 78 ends closing the intake valve. The leading edge of tooth 79 determines the angle of maximum rift 1 of the cam.

An inductive transuser (not shown) is connected to the tooth 77.78.
．． It detects the movement of 79 and issues a signal to the control device to operate the servo motor. The signal from teeth 77,78 indicates the intake valve opening timing, and the signal from tooth 79 is used as a control check signal to ensure correct operation during rapid engine acceleration.

The effect of rotating the eccentric sleeve is shown in Figure 8.9. Figure 8 shows the VVT mechanism plug 39.4 of the first cylinder.
2 is shown diagrammatically, the line of movement of the intake valve or the line v-
Indicated by ■. Point 0 corresponds to the rotation axis of input member 41 and input camshaft 18 , and point P corresponds to the rotation axis of drive member 36 .

For convenience, the dimension 0-P is the eccentricity of the drive member 36 for special setting of the eccentric sleeve 51, but the dimension P-
This is distinguished from the eccentricity of the eccentric sleeve shown as A. Here, A is the axis of the hole 49 through which the eccentric sleeve rotates. Points P and A are also shown in FIG.

The effect of changing the angular position of the eccentric sleeve 51 is
Seen in fig. When the sleeve is rotated so that point P coincides with point 0, the axes of input member 41, camshaft 18, and drive member 36 all coincide, and there is no periodic variation in the drive from the input member to the camshaft. It will be held on.

When the eccentric sleeve 5j is moved to the point P or point P2, the eccentricity is 0-P or maximum.

The intake valve motion line v-■ is taken as a datum, and the angle formed by O-P with respect to the datum is shown as the eccentric angle G. 1st
Figure 0 shows how the opening and closing points of the intake cam are advanced and retarded according to variations in the eccentric angle G. The curves show the variation of the valve opening angle vO and the curve of the valve closing angle VC for different values of the eccentricity OP expressed as the dimensionless eccentricity ratio R with respect to the eccentricity angle G. .

The eccentricity ratio R is the ratio of the eccentricity 0-P to the radial distance between the axis of rotation of the camshaft I8 (point P) and the center of each drive frame 39.42.

FIG. 10 also shows control law curves CI, C2, C3, and C4 that intersect with the valve opening angle and valve closing angle curves.

These control law curves are one aspect of the present invention, and are the result of making the axis of rotation of the eccentric sleeve 51 eccentric from the axis of rotation of the output member having the bearing portion 43 of the intake camshaft 18''. .

Control law curves CI and C2 are actually continuous like curves C3 and C4. A 180 degree jump (from 210 degrees to 30 degrees) indicates a conversion from advancing to retarding the valve opening timing.

Points PI, ○, P2 are shown in the control law curve. At the eccentric sleeve position Pi, the opening timing of the intake valve is advanced and the valve closing timing is delayed. At position O, there is no advance or delay in opening and closing, and the intake valve operates in accordance with the basic characteristics of the intake cam.

At point P3, the valve opening is delayed and the valve closing point remains close to the basic cam characteristic.

Position ftPI corresponds to the requirement for high horsepower at high engine speeds, and position P3 corresponds to the requirement for efficient engine operation at idle.

Position 0 is chosen to correspond to intermediate horsepower output and engine speed, e.g. main road cruising, and in this position the drive block 44 does not move in the groove 37, 38, thereby reducing wear on the VVT mechanism. or become the minimum.

Although the present invention has been described above with respect to a four-cylinder engine, it is readily applicable to other types of engines as described above. For rows of three cylinders, the third cylinder VVT mechanism is removed;
It will be the 4th cylinder or the 3rd cylinder. For a row of two cylinders, the third. 4th cylinder VVT mechanism 34.
35 are removed. Another option is 2. The VVT mechanism 33, 34 of the third cylinder is removed and becomes the fourth or third cylinder.

[Brief explanation of the drawing]

FIG. 1 is a schematic perspective view of an internal combustion engine employing an embodiment of the camshaft drive device of the present invention, and FIGS. 2A and 2B each show the camshaft drive device portion in more detail. Figure 1 is a right and left side plan view of the engine cylinder head, Figure 3 is an enlarged view of a portion of the camshaft drive shown in Figure 2, and Figure 4 is a 90 degree rotated view. 5 is a perspective view of one of the parts shown in FIGS. 3 and 4; FIG. 6 is a view similar to FIG. 1; FIG. 6 is a perspective view of one of the parts shown in FIGS. 7 is an elevational view of a portion of the camshaft drive shown in FIG. 2A; FIG. 8 is an elevational view of a portion of the camshaft drive shown in FIGS. 1 to 7; Figure 9 is an enlarged diagram showing the geometry of the VVT mechanism used in the camshaft drive device, Figure 9 is a diagram showing the part of Figure 8 in further detail. 7 is a graph showing changes in valve timing obtained using the VVT mechanism shown in FIGS. 1 to 7. FIG. In the figure: 15-m-crankshaft, 18. 19. 21. 22
-m=Intake camshaft, 26---Exhaust camshaft, 32.3
3,34.35-m-variable valve timing (VVT) mechanism, 36
．． 54-One moving member, 37, 38-One groove, 39.42
--Part, 41-m-Input member, 44-m-Drive block, 46--H housing, 49-11 hole, 51-m
= eccentric sleeve, 68-m-control shaft.

Claims (36)

[Claims] (1) An engine block (12) having at least first and second cylinders arranged in a line, a first valve group consisting of the intake valves of each cylinder, and a second valve group consisting of the exhaust valves of each cylinder.
An internal combustion engine (11) having a valve group and a crankshaft (15).
), wherein the camshaft drive device includes a first camshaft drive device;
First and second camshafts (18, 22) extending parallel to the crankshaft drive the valve groups for the second cylinder, respectively.
) and a first variable valve timing (
VVT) mechanism (32), and a second VVT mechanism (35) drivingly connected to the second camshaft and driven by the crankshaft.
), wherein the first VVT
A mechanism (32) is adjacent to one end of the engine block (12), and said second VVT mechanism (35) is connected to the engine block (12).
A camshaft drive, characterized in that it is adjacent to the other end of the block. (2) The camshaft drive device according to claim 1, wherein a stationary shaft (26) extends parallel to the first and second camshafts (18, 22) and is adjacent to the one end of the engine block (12). A first drive device (16, 17, 25, 27) is provided to transmit power from the crankshaft (15) to the first VVT device (32) and the stationary shaft.
a second drive device (28, 2) adjacent to the other end of the block;
9, 31) transfers power from the fixed shaft to the second VVT device (35
). (3) In the camshaft drive device according to claim 2, the first and second camshafts (18, 22) are inlet camshafts, and the stationary shaft is an exhaust camshaft (26) that operates an exhaust valve. A device characterized by having: (4) A camshaft drive according to any of the preceding claims, wherein the third camshaft (19) has an elongated portion (29) extending through the first camshaft (18) and concentrically thereto.
A third VVT device (33) adjacent to the first VVT device (32) is arranged to operate one valve of the group for a third cylinder placed between the first and second cylinders. ) is drivingly connected to the third camshaft through the elongated portion and to the camshaft (15). (5) In the camshaft drive device according to claim 4, the second
an elongated portion (29) extending concentrically through the camshaft (22);
) having a fourth camshaft (21) arranged to operate one valve of the first group for a fourth cylinder located between the third and second cylinders; A device characterized in that a fourth VVT mechanism (34) adjacent to the mechanism is drivingly connected to the fourth camshaft through the elongated portion and to the camshaft (15). (6) In the camshaft drive device according to any one of the above claims, each VVT mechanism (32, 33, 34, 35)
each have a rotary drive device (36, 54) driven by a crankshaft (15) and a respective camshaft (18,
output member (43,
59), wherein each drive member has a rotating shaft movable relative to the rotating shaft of each output member to change the valve timing. (7) In the camshaft drive device according to claim 6, each drive member (36, 54) changes the valve timing.
A device characterized in that it is axially supported in an eccentric sleeve (51) rotatable in a bore (49) in an engine block (12). (8) A camshaft drive device according to claim 7, characterized in that the axis of each hole (49) is eccentric from the axis of rotation of the respective output member (43, 59). (9) The camshaft drive device according to claim 8, wherein the eccentricity is approximately equal to the eccentricity of the sleeve (51). (10) Claim 4 or 5, or Claim 4 or 5
A camshaft drive according to any one of claims 7 to 9 when dependent on claim 6, in which the eccentric sleeve (51) is connected to two adjacent VVT mechanisms (3
2 and 33, 34 and 35). (11) In the camshaft drive device according to any one of the above claims, the first input member (41) is rotatable around substantially the same axis as the first output member (43), The second input shaft is arranged to transmit power to the first drive member (36), and the second input shaft is rotatable about substantially the same axis as the second output member, and the second input shaft is arranged to transmit power to the second drive member (36). A device arranged to transmit information to a member. (12) Claim 4 or 5, or Claim 4 or 5
The camshaft drive device according to claim 11, which is dependent on claim 6, when the or each input member (
41) is a pair of adjacent VVT mechanisms (32 and 33, 3
4 and 35). (13) In the camshaft drive device according to claim 11 or 12, each VVT mechanism (32, 33, 34, 35) has a plug (39, 57) in each input member (41), and each The plug (42, 5) is attached to the output member (43, 57) of the
8), each drive member (36, 54) forming a pair of diametrically opposed radial grooves (37, 38, 55, 56) in driving engagement with a corresponding bung. A device characterized by: (14) In the camshaft drive device according to any one of claims 6 to 13 dependent on claim 4, the output member (19) of the third VVT mechanism (33)
A device characterized in that it extends through the drive member (36) of 2). (15) In the camshaft drive device according to any one of claims 6 to 14 depending on claim 5, the output member of the fourth VVT mechanism (34) passes through the drive member of the second VVT mechanism (35). A device characterized in that it extends from (16) In the camshaft drive device according to any one of claims 11 to 15 dependent on claim 4, the first VVT
The input member (41) of the mechanism (31) is connected to the third VVT mechanism (
A device characterized in that it extends through a hole (62) in the drive member (54) of 33). (17) In the camshaft drive device according to any one of claims 11 to 16 dependent on claim 5, the second VVT
A device characterized in that the input member of the mechanism (35) extends through a hole in the drive member of the fourth VVT mechanism (34). (18) In the camshaft drive device according to any one of claims 6 to 10 or any one of claims 11 to 17 dependent thereon, each output member (43, 59)
A device characterized in that it is provided on each camshaft (18, 19, 21, 22). (19) In the camshaft drive device according to claim 14 or any one of claims 15 to 18 dependent thereon, the output member of the third VVT mechanism (33) is configured such that the output member of the third camshaft (
19) A device characterized in that it has an elongated portion (23). (20) In the camshaft drive device according to claim 15 or any one of claims 16 to 19 dependent thereon, the output member of the fourth VVT mechanism (34) is configured such that the output member of the fourth camshaft (
21) A device characterized in that it has an elongated portion. (21) an engine block (12) having at least one cylinder and an intake valve and an exhaust valve for the cylinder;
) and a crankshaft (15).
a camshaft drive device, the camshaft drive device including a camshaft (18, 19) for operating one of the valves of the cylinder;
, 21, 22), and a rotary drive member (3) drivingly connecting the crankshaft to the camshaft, and drivingly connecting the crankshaft to the camshaft.
VVT mechanism (32, 33, 34, 3) with
5), an output member (43, 23) that drives the camshaft,
A hole (4) in the engine block forms the shaft neck of the drive member.
9) A camshaft drive device having an eccentric sleeve (51) rotatable within the camshaft drive device, characterized in that the rotational axis of the eccentric sleeve (51) is eccentric with respect to the rotational axis of the output member (43, 23). A device that does this. (22) In the camshaft drive device according to claim 21,
A device characterized in that the eccentricity is approximately equal to the eccentricity (E) of the eccentric sleeve. (23) In the camshaft drive device according to claim 22,
The rotation axis of the drive member (36, 54) is connected to the output member (43, 23) in one operating position of the eccentric sleeve (51).
) is approximately concentric with the rotational axis of the device. (24) In the camshaft drive device according to any one of claims 21 to 23, the input member (41) is rotatable about the same axis as the output member (43, 23),
A device characterized in that it is driven by the crankshaft (15) and transmits power to the drive member (36, 54). (25) In the camshaft drive device according to claim 24,
The plugs (39, 57) on the input member (41) and the output member (
bungs (42, 58) on 43, 23) respectively form a pair of diametrically opposed radial grooves (37, 38, 55, 56) in the drive member (36, 54). A device characterized in that it is in driving engagement with one. (26) The camshaft drive device according to any one of claims 21 to 25, wherein the output member (43, 23) is located on the camshaft (18, 19, 21, 22). Device. (27) an engine block (12) having at least first and second cylinders arranged in a line; a first valve group consisting of intake valves for each cylinder; and a second valve group consisting of exhaust valves for each cylinder; An internal combustion engine (1) having a crankshaft (15)
1), the camshaft drive device includes first and second camshafts (18 and 18) extending parallel to the crankshaft and driving the valve groups for the first and second cylinders, respectively. 19, 22 and 21), and the second camshaft (19, 22 and 21).
1) includes an elongated portion (23) extending coaxially within the first camshaft (18, 22), and further includes a first VVT for transmitting power from the crankshaft to the first camshaft. a mechanism (32, 35) and a second V for transmitting power from the crankshaft to the second camshaft through said elongated portion;
VT mechanisms (33, 34), each VVT mechanism has a rotatable drive member (36, 54) driven by a camshaft.
), and an output member (43, 23) that drives each camshaft and is rotatable around a common rotational axis, and the rotational axis of each driving member is relative to the rotational axis of the output member. In a camshaft drive device that is movable and can change valve timing,
Apparatus characterized in that each drive member (36, 54) is axially supported by an eccentric sleeve (51) rotating within a bore (49) of the engine block (12) for varying the valve timing. (28) The camshaft drive device according to claim 27,
A device characterized in that each of the holes (49) is eccentric from the rotational axis of the output member (43, 23). (29) In the camshaft drive device according to claim 28,
Device characterized in that said eccentricity is approximately equal to the eccentricity (E) of said sleeve (51). (30) In the camshaft drive device according to any one of claims 27 to 29, the eccentric sleeve (51) is common to the first and second VVT mechanisms (32 and 33, 35 and 34). A device featuring: (31) In the camshaft drive device according to any one of claims 27 to 30, the input member (41) is rotatable about the same axis as the output member (43, 23),
A device, characterized in that it is rotated by a crankshaft (15) and transmits power to the drive member (36, 54). (32) In the camshaft drive device according to claim 31,
Each VVT mechanism (32, 33, 35, 34) is
having one of a pair of plugs (39, 57) on the input member (41) and one plug (42, 58) on the output member;
Each drive member (36, 54) also defines a pair of diametrically opposed radial grooves (37 and 38, 55 and 56) for drivingly engaging a corresponding one of said plugs. A device characterized by: (33) In the camshaft drive device according to claim 32,
Output member (23) of the second VVT mechanism (33, 34)
However, the drive member (36) of the first VVT mechanism (32, 35)
A device characterized in that it extends through. (34) In the camshaft drive device according to any one of claims 31 to 33, the first VVT mechanism (32, 3
The input member (41) of 5) is connected to the second VVT mechanism (33, 3
4), characterized in that it extends through the bore (62) of the drive member (54) of item 4). (35) Camshaft drive device according to any one of claims 27 to 34, characterized in that each output member (43, 23) is located on a corresponding camshaft (18, 19). (36) In the camshaft drive device according to claim 35,
The drive member of the second VVT mechanism (33, 34)
A device characterized in that it has an elongated section (23) of the camshaft (19).