JPS6221681Y2 - - Google Patents
Info
- Publication number
- JPS6221681Y2 JPS6221681Y2 JP1980170420U JP17042080U JPS6221681Y2 JP S6221681 Y2 JPS6221681 Y2 JP S6221681Y2 JP 1980170420 U JP1980170420 U JP 1980170420U JP 17042080 U JP17042080 U JP 17042080U JP S6221681 Y2 JPS6221681 Y2 JP S6221681Y2
- Authority
- JP
- Japan
- Prior art keywords
- camshaft
- pulley
- crankshaft
- attached
- weight
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000007246 mechanism Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 2
- 230000003111 delayed effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 230000010363 phase shift Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Description
【考案の詳細な説明】
本案は、クランクシヤフトに対するカムシヤフ
トの位相角を変えて、低速から高速までの全速度
範囲において出力特性を向上させ、出力を上昇さ
せるようにしたエンジンの弁開閉時期調整装置に
関するものである。[Detailed description of the invention] This invention is an engine valve timing adjustment device that changes the phase angle of the camshaft relative to the crankshaft to improve output characteristics and increase output over the entire speed range from low to high speeds. It is related to.
従来、立体カム等により吸気弁、排気弁の開閉
時期を可変とし、低速では作動角を小とし、高速
では作動角を大とすることにより、低速から高速
まで全速度範囲においてそれぞれの速度に応じて
出力特性の向上を図るためカムシヤフトの軸線方
向に沿つたカムの長さにおける端部から他端部に
亘つて断面を変化させ、カムの高さ、位相のずれ
を与える試みがあるが、このようなカムを有する
カムシヤフトの加工は極めて困難であり実用化さ
れていない。 Conventionally, the opening and closing timing of the intake and exhaust valves was made variable using three-dimensional cams, etc., and by making the operating angle small at low speeds and large at high speeds, the timing was adjusted according to each speed over the entire speed range from low to high speeds. In order to improve the output characteristics of the camshaft, there has been an attempt to change the cross section from one end of the cam length along the axial direction of the camshaft to the other end, giving the cam height and phase a shift. Machining a camshaft having such a cam is extremely difficult and has not been put to practical use.
なお、実開昭55−108203号公報に開示されるも
のはカム軸に一体的に形成したハブと、カム軸に
取付けたドライビングプーリ部とにフライウエイ
トの両端を直接、枢着してあり、フライウエイト
が遠心力を受けてドライビングプーリ部とカム軸
との間の相対的角変位を円滑になし得ない。また
特開昭50−76426号公報に開示されるものは機構
が複雑で作動の確実性に欠ける。 In addition, in the one disclosed in Japanese Utility Model Application Publication No. 55-108203, both ends of the flyweight are directly pivotally connected to a hub formed integrally with the camshaft and a driving pulley attached to the camshaft. The flyweight is subjected to centrifugal force, and the relative angular displacement between the driving pulley portion and the camshaft cannot be smoothly achieved. Furthermore, the mechanism disclosed in Japanese Patent Application Laid-Open No. 50-76426 is complicated and lacks reliable operation.
本案は前記のような事情に鑑み、エンジンの回
転数に応じてクランクシヤフトに対するカムシヤ
フトの位相角を変えるようにしたものであつて、
クランクシヤフトプーリと、カムシヤフトに回転
自在に取付けたカムシヤフトプーリとにベルトを
掛装し、前記カムシヤフトプーリに一端を回動自
在に取付けたレバーの他端と、カムシヤフトに固
定したハブに端部を回動自在に取付けたウエイト
の他端部とを互いに回動自在に連結し、さらに前
記ハブに基端を取付けるとともに、先端を前記ウ
エイトに取付けカムシヤフトの軸心方向に前記ウ
エイトを引張するスプリングを設けてなるエンジ
ンの弁開閉時期調整装置である。 In view of the above-mentioned circumstances, the present invention is designed to change the phase angle of the camshaft with respect to the crankshaft depending on the engine rotation speed.
A belt is hung around a crankshaft pulley and a camshaft pulley that is rotatably attached to the camshaft, and one end of the lever is rotatably attached to the camshaft pulley, and the other end of the lever is attached to a hub that is fixed to the camshaft. and the other end of a rotatably attached weight are rotatably connected to each other, and the base end is attached to the hub, the tip is attached to the weight, and the spring pulls the weight in the axial direction of the camshaft. This is a valve opening/closing timing adjustment device for an engine.
本案装置の実施例を図面について説明すれば、
クランクシヤフト１に固定したクランクシヤフト
プーリ２と、カムシヤフト３にキー４により一体
動するよう固定したハブ５に軸受５ａを介して回
転自在に取付けたカムシヤフトプーリ７とにベル
ト８を掛装し、このベルト８の一側にテンシヨン
ローラ６を外方より圧接させてある。 The embodiment of the present device will be explained with reference to the drawings.
A belt 8 is hung around a crankshaft pulley 2 fixed to the crankshaft 1 and a camshaft pulley 7 rotatably attached via a bearing 5a to a hub 5 fixed to the camshaft 3 so as to move integrally with a key 4, A tension roller 6 is pressed against one side of the belt 8 from the outside.
次いで、カムシヤフトプーリ７の側面かつ周辺
寄りに突設した取付凸部９にピン１０を介して一
端を回動自在に取付けたレバー１１を設け、カム
シヤフト３に固定した前記ハブ５の周辺寄りの取
付部１２とウエイト１３の端部とをピン１４を介
して回動自在に取付け、またウエイト１３の他端
部と前記レバー１１の他端とをピン１５を介して
互いに回動自在に連結してありり、さらに前記ハ
ブ５の取付部１６に基端を取付けるとともに先端
を前記ウエイト１３に取付けカムシヤフト３の軸
心方向に前記ウエイト１３を引張するスプリング
１７を設け、レバー１１、ウエイト１３、スプリ
ング１７を有する作動機構１８を具える。 Next, a lever 11 with one end rotatably attached via a pin 10 is provided on the mounting convex portion 9 protruding from the side surface of the camshaft pulley 7 toward the periphery, and the lever 11 is attached to the periphery of the hub 5 fixed to the camshaft 3. The mounting portion 12 and the end of the weight 13 are rotatably attached via a pin 14, and the other end of the weight 13 and the other end of the lever 11 are rotatably connected to each other via a pin 15. In addition, a spring 17 is provided whose proximal end is attached to the mounting portion 16 of the hub 5 and whose distal end is attached to the weight 13 and pulls the weight 13 in the axial direction of the camshaft 3. An actuation mechanism 18 having 17 is provided.
本例では、ハブ５の周辺寄りに周方向等間隔か
つカムシヤフト３の中心より半径方向等距離に取
付孔１９，１９，１９を貫設し、各取付孔１９に
それぞれ嵌挿したピン１４，１４，１４により端
部を回動自在に取付けた各々のウエイト１３，１
３，１３を設け、カムシヤフトプーリ７の側面か
つ周辺寄りに周方向等間隔かつカムシヤフト３の
中心より半径方向等距離に取付凸部９，９，９を
突設し、これら取付凸部９，９，９のそれぞれに
各々ピン１０，１０，１０を介して一端を回動自
在に取付けたレバー１１，１１，１１を設け、対
応するレバー１１の他端とウエイト１３の他端部
とをピン１５を介して互いに回動自在に連結して
あり、ハブ５の周方向等間隔かつカムシヤフト３
の中心より半径方向等距離の各取付部１６，１
６，１６にそれぞれ基端を取付け各々の先端を対
応するウエイト１３，１３，１３に取付けてカム
シヤフト３の軸心方向に各ウエイト１３，１３，
１３を引張するスプリング１７，１７，１７を設
け、レバー１１、ウエイト１３、スプリング１７
を有する作動機構１８，１８，１８をカムシヤフ
トプーリ７の側面周方向等間隔に配設してあり、
レバー１１，１１，１１とそれぞれのピン１５，
１５，１５を介して連結した各ウエイト１３，１
３，１３の端部は所要重量を有する重錘状として
ある。 In this example, mounting holes 19, 19, 19 are provided near the periphery of the hub 5 at equal intervals in the circumferential direction and at equal distances in the radial direction from the center of the camshaft 3, and pins 14, 14 are inserted into each mounting hole 19, respectively. , 14, each of which has its end rotatably attached.
3, 13 are provided, and mounting projections 9, 9, 9 are provided protruding from the side surface of the camshaft pulley 7 near the periphery at equal intervals in the circumferential direction and at equal distances in the radial direction from the center of the camshaft 3, and these mounting projections 9, 9, 9 are provided with levers 11, 11, 11 each having one end rotatably attached via a pin 10, 10, 10, respectively, and the other end of the corresponding lever 11 and the other end of the weight 13 are connected by a pin. The camshaft 3 is rotatably connected to the hub 5 at equal intervals in the circumferential direction of the hub 5.
Each mounting portion 16, 1 is equidistant in the radial direction from the center of
Attach the proximal ends to the camshafts 6 and 16, respectively, and attach the distal ends to the corresponding weights 13, 13, 13.
13 are provided, and the lever 11, the weight 13, and the spring 17 are provided.
The operating mechanisms 18, 18, 18 having the following are arranged at equal intervals in the circumferential direction of the side surface of the camshaft pulley 7,
Lever 11, 11, 11 and each pin 15,
Each weight 13,1 connected via 15,15
The ends of 3 and 13 are plumb-shaped with the required weight.
本案は前記のように構成するから、エンジンを
作動させて、クランクシヤフト１を回転させ、ベ
ルト８を介してカムシヤフトプーリ７を回転させ
レバー１１，１１，１１、ウエイト１３，１３，
１３およびハブ５を介してカムシヤフト３を回動
させる。 Since the present invention is constructed as described above, the engine is operated, the crankshaft 1 is rotated, the camshaft pulley 7 is rotated via the belt 8, and the levers 11, 11, 11, weights 13, 13,
13 and the hub 5 to rotate the camshaft 3.
クランクシヤフト１の回転数が増大するにつれ
て、遠心力によりウエイト１３，１３，１３は、
それぞれスプリング１７，１７，１７の引張力に
抗し、レバー１１，１１，１１により規制されな
がら、レバー１１の他端とピン１５を介して回動
自在に取付けた端部がカムシヤフト３の半径方向
外方に変位し、カムシヤフトプーリ７とハブ５と
の間に位相のずれを起生せしめ、結局、クランク
シヤフト１に対するカムシヤフト３の位相を変化
させることとなる。 As the rotation speed of the crankshaft 1 increases, the weights 13, 13, 13 due to centrifugal force,
The end that is rotatably attached to the other end of the lever 11 via the pin 15 resists the tensile force of the springs 17, 17, 17 and is regulated by the levers 11, 11, 11, respectively, in the radial direction of the camshaft 3. This causes a phase shift between the camshaft pulley 7 and the hub 5, resulting in a change in the phase of the camshaft 3 relative to the crankshaft 1.
このようにして、クランクシヤフト１の回転数
が次第に大となり、遠心力が大となるに従つて、
ウエイト１３，１３，１３の端部が半径方向外方
に変位し、クランクシヤフト１の回転数が小とな
るにつれ遠心力が小となるに従いウエイト１３，
１３，１３の端部が半径方向内方に変位し、この
ようにして作動によるクランクシヤフト１の回転
数に応じてクランクシヤフト１とカムシヤフト３
との位相角を変化させ、弁開始期を早めて低速回
転時において出力を上昇させ、弁開始期を遅らせ
て高速回転時における出力を上昇させることがで
きる。 In this way, as the rotation speed of the crankshaft 1 gradually increases and the centrifugal force increases,
The ends of the weights 13, 13, 13 are displaced radially outward, and as the rotation speed of the crankshaft 1 decreases, the centrifugal force decreases.
The ends of the crankshaft 1 and the camshaft 3 are displaced radially inward, and in this way the crankshaft 1 and the camshaft 3 are
It is possible to advance the valve start time to increase the output during low speed rotation, and to delay the valve start time to increase the output during high speed rotation.
本実施例ではクランクシヤフト１にクランクシ
ヤフトプーリ２を固定し、カムシヤフト３にカム
シヤフトプーリ７を固定し、クランクシヤフトプ
ーリ２とカムシヤフトプーリ７にわたつてベルト
８掛けとし、ベルト８の一側外側よりテンシヨン
ローラ６を圧接させたが、クランクシヤフトプー
リ２およびカムシヤフトプーリ７をクランクシヤ
フトスプロケツト、カムシヤフトスプロケツトと
し、チエン掛けとし、テンシヨンローラ６をテン
シヨンスプロケツトとした場合でも作用、効果は
同様である。 In this embodiment, the crankshaft pulley 2 is fixed to the crankshaft 1, the camshaft pulley 7 is fixed to the camshaft 3, and eight belts are provided across the crankshaft pulley 2 and the camshaft pulley 7, and one side of the belt 8 is placed on the outside. Although the tension roller 6 is brought into pressure contact with the crankshaft pulley 2 and the camshaft pulley 7 as a crankshaft sprocket, a camshaft sprocket, and a chain hook, the tension roller 6 also functions as a tension sprocket. , the effect is similar.
本案はクランクシヤフトに対するカムシヤフト
の位相角を変化させることにより弁の開閉時期を
クランクシヤフトの回転数に応じて変化させ、低
速回転では位相角を進めて弁開始期を早め出力を
上昇させ、高速回転では位相角を遅らせて弁開始
期を遅らせ出力を上昇させるようにしたから全速
度範囲において最高トルク特性を得ることができ
る効果を発揮する。 This design changes the opening and closing timing of the valve according to the rotation speed of the crankshaft by changing the phase angle of the camshaft relative to the crankshaft.At low speed rotation, the phase angle is advanced to advance the valve start period and increase the output, and at high speed rotation In this case, since the phase angle is delayed to delay the valve start period and increase the output, it is possible to obtain the maximum torque characteristic over the entire speed range.
第１図は本案装置の正面図、第２図は背面から
視た要部切欠説明図、第３図は要部拡大断面図で
ある。
１……クランクシヤフト、２……クランクシヤ
フトプーリ、３……カムシヤフト、４……キー、
５……ハブ、６……テンシヨンローラ、７……カ
ムシヤフトプーリ、８……ベルト、９……取付凸
部、１０……ピン、１１……レバー、１２……取
付部、１３……ウエイト、１４……ピン、１５…
…ピン、１６……取付部、１７……スプリング、
１８……作動機構。
FIG. 1 is a front view of the device of the present invention, FIG. 2 is an explanatory cutaway view of the main part seen from the back, and FIG. 3 is an enlarged sectional view of the main part. 1... Crankshaft, 2... Crankshaft pulley, 3... Camshaft, 4... Key,
5...Hub, 6...Tension roller, 7...Camshaft pulley, 8...Belt, 9...Mounting protrusion, 10...Pin, 11...Lever, 12...Mounting part, 13... Weight, 14...Pin, 15...
...Pin, 16...Mounting part, 17...Spring,
18...Operating mechanism.
Claims (1)
転自在に取付けたカムシヤフトプーリとにベルト
を掛装し、前記カムシヤフトプーリに一端を回動
自在に取付けたレバーの他端と、カムシヤフトに
固定したハブに端部を回動自在に取付けたウエイ
トの他端部とを互いに回動自在に連結し、さらに
前記ハブに基端を取付けるとともに、先端を前記
ウエイトに取付けカムシヤフトの軸心方向に前記
ウエイトを引張するスプリングを設けてなるエン
ジンの弁開閉時期調整装置。 A belt is hung around a crankshaft pulley and a camshaft pulley that is rotatably attached to the camshaft, and one end of the lever is rotatably attached to the camshaft pulley, and the other end of the lever is attached to a hub that is fixed to the camshaft. and the other end of a rotatably attached weight are rotatably connected to each other, and the base end is attached to the hub, the tip is attached to the weight, and the spring pulls the weight in the axial direction of the camshaft. An engine valve opening/closing timing adjustment device comprising:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980170420U JPS6221681Y2 (en) | 1980-11-28 | 1980-11-28 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980170420U JPS6221681Y2 (en) | 1980-11-28 | 1980-11-28 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5792808U JPS5792808U (en) | 1982-06-08 |
| JPS6221681Y2 true JPS6221681Y2 (en) | 1987-06-02 |
Family
ID=29528853
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1980170420U Expired JPS6221681Y2 (en) | 1980-11-28 | 1980-11-28 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6221681Y2 (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5076426A (en) * | 1973-11-13 | 1975-06-23 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55108203U (en) * | 1979-01-23 | 1980-07-29 |
-
1980
- 1980-11-28 JP JP1980170420U patent/JPS6221681Y2/ja not_active Expired
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5076426A (en) * | 1973-11-13 | 1975-06-23 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5792808U (en) | 1982-06-08 |
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