JPS6293666A - Rotation sensor of internal combustion engine - Google Patents

Abstract

PURPOSE:To simplify the structure of a rotation sensor and to make an engine compact, by forming a magnetic projection on the back surface of a pulley rotating in conjunction with a crank shaft and providing an electromagnetic probe in the gap of the back surface of the pulley. CONSTITUTION:A timing pulley 26a is fixed to the shaft end of a cam shaft 25a and rotates in conjunction with a crank shaft (not shown in a drawing) by the timing belt 30 trained over the pulley 26a. A pair of electromagnetic probes each consisting of a first cylinder detecting probe 40a and an upper dead point detecting probe 40b are clamped to the gap provided on the back surface of the pulley 26a with bolts and upper dead point detecting projections 44a comprising a magnetic material at six places and a first cylinder detecting projection 44b comprising the same material at one place are formed on the circumference of the back surface of the pulley 26a. From an alternating current induced when said projections 44a, 44b approached the probes 40a, 40b, the upper dead point position of each cylinder and the detection signal of a first cylinder are obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a rotation sensor for an internal combustion engine, and more particularly to a rotation sensor of the above type that is improved in terms of a simplified structure.

<Conventional technology> In recent years, the control of vehicle engines has become increasingly electronic.
In the case of an engine equipped with a fuel injection device, it is necessary to control the injection timing, ignition timing, etc. of fuel #1 with high precision, so it is necessary to control the injection timing, ignition timing, etc. with high precision. Information such as identification of the cylinder to which fuel should be injected must be input to the control device with high precision.

Electromagnetic sensors have traditionally been used to obtain these information signals, but since these sensors basically detect the rotation of the crankshaft,
It has to be assembled to the end of the crankshaft or to the distributor, resulting in disadvantages such as increasing the size of the engine, complicating the structure, and increasing costs.

<Problems to be Solved by the Invention> In view of the problems of the prior art, the main object of the present invention is to provide an internal combustion engine that can simplify the structure without relatively increasing the external dimensions of the engine. An object of the present invention is to provide an engine rotation sensor.

<Means for Solving the Problems> According to the present invention, such an objective is to provide a driven pulley fixed to the shaft end of the camshaft, a drive pulley fixed to the shaft end of the crankshaft, and a drive pulley fixed to the shaft end of the crankshaft. A rotation sensor for an internal combustion engine that has an endless belt suspended between pulleys, and a magnetic protrusion formed on the back surface of the pulley and an engine main body for detecting when the magnetic protrusion approaches. This is achieved by providing a rotation sensor for an internal combustion engine, characterized in that it has an electromagnetic probe fixed to the side.

<Operation> In this way, the driven-side boob fixed to the camshaft left can be used as a part of the rotation sensor, and the installation space and number of parts can be reduced.

Embodiments The present invention will now be described in detail with reference to specific embodiments with reference to the accompanying drawings.

FIG. 1 shows an engine 1 to which the present invention is applied,
The engine 1 is configured as a V-type six-cylinder engine in which three cylinders are connected in each bank 2a and 2b.

A distributor 3 is located at the end of one bank 2a.
A timing pulley on the tension side, which will be described later, is connected to a fixed camshaft left, and the distributor 3 ignites spark plugs (not shown) screwed onto the cylinder heads of each bank 2a, 2b. A plug cord 4 is wired to apply voltage.

In the center of the gap formed between both banks 2a and 2b,
An intake manifold 5 and an intake chamber 6 are installed in the vertical direction of the engine 1 in order to distribute intake air to the intake manifold 5. The upper side of the intake chamber 6 in FIG. A throttle body 7 having a built-in throttle valve is provided to control the amount. Furthermore, a power steering pump 8 and an alternating current generator 9 are arranged in parallel at the lower end of the gap between both banks 2a and 2b in FIG. 1, and are driven by a belt and pulley to be described later. It is made possible to do so.

A fuel injection valve 10 is provided for each cylinder near the connection portion of the intake manifold 5 to each bank 2a12b. The fuel injection timing is optimally controlled by signals from a controller 12 disposed above the engine.

In the case of a V-type engine, connecting rods (not shown) extend alternately from the crankshaft to be connected to the pistons in both banks 2a and 2b, so that end surfaces S1 and S2 in the cylinder row direction of both banks 2a and 2b have ,
An offset amount indicated by the ΔL dimension occurs. Therefore, on the upper side in FIG. 1, the left bank 2b is recessed from the end face of the cylinder block 13 in the crankshaft direction, and similarly, on the lower side, the right bank 2a is recessed.

A bracket 14 is erected from the clutch housing 15h1 toward the end surface of the left bank 2b in the crankshaft direction. The bracket 14 and the dash board 16 of the vehicle body are connected by a torque rod 17 extending along the longitudinal direction of the vehicle body and on substantially the same horizontal plane as the camshaft. This torque rod 17 receives the driving reaction force of the engine.

As shown in FIG. 2, a pulley 22 having a plurality of V grooves is fixed to the shaft end of a crankshaft 21 protruding from the end surface of the engine 1, and a pulley 22 having a plurality of V grooves is fixed to the end of the crankshaft 21, which protrudes from the end surface of the engine 1. The machine 9 is driven by a crankshaft 21 via pulleys 8a and 9a fixed to respective rotating shafts and a belt 23 suspended around the pulleys. The engine 1 along the axial direction of the crankshaft 21 on the back side of these pulleys and belts.
The end surface of is substantially entirely covered by an upper belt cover 24a and a lower belt cover 24b.

At the top of both banks 2a12b, camshafts 25a,
25b are installed rotatably. Timing pulleys 26a and 26b are fixed to the shaft ends of the camshafts 25a and 25b, respectively.
A, 26b and a timing pulley 27 fixed to the inside of the above-mentioned pulley 22 at the end of the crankshaft 21 by a timing belt 30 suspended via an idler pulley 28 and a tension pulley 29. The shafts 25a and 25b are adapted to rotate in conjunction with the crankshaft 21.

The above-mentioned crankshaft timing pulley 27 and camshaft timing pulley 26a126b have a speed ratio of 1:2, and the crankshaft 21 h'i
The camshafts 25a and 25b rotate once during two rotations.

As described above, the end faces of both banks 2a12b in the cylinder row direction are offset. Therefore, the camshaft 25 is
When the timing pulleys 26a and 26b are attached to the timing pulleys a and 25b, a gap is formed between the other end surface S1 and the back surface of the timing pulley 26a due to the relationship of the belt lines.

As shown in FIGS. 3 and 4, a pair of probes 40a for detecting the first cylinder and probe 4ob for detecting top dead center are provided on the other end surface S1 located in the above-mentioned gap. The electromagnetic probe is bolted on. Both of these probes 408, 40b, as best shown in FIG.
It consists of a core 42 made of a magnetic material connected to a permanent magnet 41, and a coil 43 wound around the core 42.

As shown in FIGS. 3 to 5, the timing pulley 26
On the circumference of the back surface of a, there are six top dead center detection protrusions 44a made of magnetic material and one first cylinder detection protrusion 44.
b is formed. By shaping the waveform of the alternating current induced in the coil 43 from changes in the magnetic flux of the permanent magnet 41 that occur when the tips of the protrusions 44a, 44b and the tip of the core 42 approach each other, the top dead center position of each cylinder can be adjusted. The detection signal of the first cylinder is obtained as a pulse signal.

The above-mentioned camshaft timing pulleys 26a, 26
Since the crankshaft 21 rotates in the clockwise direction in FIG. 2, b indicates that the left timing pulley 26
The tension acting on the right timing pulley 26a is too large compared to point b.

Therefore, the timing pulley 2 of both camshafts
6a and 26b can be said to have higher rotation precision with respect to the crankshaft 21 of the timing pulley 26a on the tension side. Therefore, as shown in this embodiment, the timing pulley 26a on the tension side is provided on the bank slope S1 on the side recessed from the end face of the cylinder block, and the distributor 3 is provided on the shaft end of the camshaft 25a facing the timing pulley 26a. Furthermore, by providing the torque rod 17 on the bank side that is recessed into the opposite side, no wasted space is created.

FIG. 6 shows another embodiment based on the present invention, in which detection protrusions 44a and 44b are formed on the end face of a ring member 45 made of a magnetic material, and the ring member 45 is connected to a timing pulley. The timing pulley 26a and the detection protrusions 44a, 44b are integrated by fitting into the annular groove 46 provided on the back surface of the timing pulley 26a and fixing it to the timing pulley 26a using a bolt 47. ing. In this way, the pulley 15a can be made of a light alloy, which is advantageous when adjusting the inertial mass.

Although the above embodiment describes the case where the present invention is applied to a V-type engine, the present invention is not limited to a V-type engine, but can equally be applied to an in-line type or a horizontally opposed type engine.

<Effects of the Invention> As described above, according to the present invention, the structure can be simplified and the engine can be made more compact with an extremely simple configuration.
The effect is extremely large.

In addition, since the rotational speed of the camshaft is reduced to half that of the crankshaft, it is possible to have a relatively large tolerance for unbalance. It also has the effect of avoiding problems.

[Brief explanation of drawings]

FIG. 1 is a plan view of a V-type six-cylinder engine to which the present invention is applied. FIG. 2 is an elevational view of the engine shown in FIG. 1. FIG. 3 is an enlarged view of the main parts. FIG. 4 is a sectional view taken along the line IV--IV in FIG. 3. FIG. 5 is a sectional view taken along line v--v in FIG. 3. FIG. 6 is a longitudinal sectional view of a pulley showing another embodiment. 1...Engine 2a, 2b...Bank 3.
...Distributor 4...Plug cord 5...Intake manifold 6
...Intake chamber 7...Throttle body 8.
・・Pump 9・AC generator 8a, 9a・
...Pulley 10...Fuel injection valve 11...Fuel pipe 12...Controller 13...Cylinder block 14...Bracket 15...Clutch housing 16...Dashboard 17...Torque rod 2
1... Crankshaft 22... Pulley 23... Belt 24a...
・Belt cover upper 24b...Belt cover lower 25a, 25b...Camshaft 26a, 26b, 27...Timing pulley 28...
・Idol Boo 929...Tension Boo 930...
- Timing belt 40a... First cylinder detection probe 40b... Top dead center detection probe 41... Permanent magnet 42... Core 43... Coil 44a, 44b... Detection protrusion 45...・
Ring member 46... Groove 47... Bolt

Claims (2)

[Claims] (1) Rotation of an internal combustion engine that has a driven pulley fixed to the shaft end of a camshaft, a drive pulley fixed to the shaft end of the crankshaft, and an endless belt suspended between the two pulleys. A sensor for an internal combustion engine, comprising: a magnetic protrusion formed on the back surface of the pulley; and an electromagnetic probe fixed to the engine body to detect the approach of the magnetic protrusion. Rotation sensor. (2) The rotation sensor according to claim 1, wherein the magnetic protrusion is a separate member fixed to the pulley.